Vehicle thermal management system and vehicle

Abstract

A thermal management system (100) for a vehicle (200) and the vehicle (200). The thermal management system (100) includes a compressor (1), an external heat exchanger (2), a first heat exchange plate (3), a second heat exchange plate (4), and an integrated module (5). The integrated module (5) includes a valve seat (51) and a throttle valve group (52). The external heat exchanger (2), the inlet (1b), both ends of the first flow path (30), and both ends of the second flow path (40) are connected to corresponding connectors (510). The thermal management system (100) has a battery cooling mode, and in the battery cooling mode, the refrigerant that has been throttled and reduced in pressure and flows out of the integrated module (5) flows into at least one of the first flow path (30) and the second flow path (40), and then flows back to the integrated module (5) and is discharged through the inlet (1b).

Description

[Technical Field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This disclosure claims priority to Chinese Patent Application No. 202211204370.8, filed on September 29, 2022, the entirety of which is incorporated herein by reference.

[0002] The present disclosure relates to the field of vehicle technology, and in particular to vehicle thermal management systems and vehicles. [Background technology]

[0003] With the rapid development of new energy vehicles, the number of new energy vehicle users is also increasing. The number of charging stations and charging speeds cannot meet customer needs, causing inconvenience to users. High-power fast charging can significantly reduce vehicle charging time and improve driving efficiency, and thus will become a future development trend. However, the heat generated during the vehicle fast charging process cannot be dissipated, which affects charging efficiency, which not only affects driving efficiency but also causes inconvenience to vehicle use. Summary of the Invention

[0004] The present disclosure aims to solve at least one of the technical problems existing in the prior art. To this end, the present disclosure provides a thermal management system for a vehicle. The thermal management system dissipates heat generated by a battery module in a timely manner to ensure the cyclical service life of the battery module. Meanwhile, the thermal management system has a certain degree of integration, which is advantageous for saving interior layout space.

[0005] The present disclosure also provides a vehicle in which the above-described thermal management system is arranged.

[0006] According to an example of a first aspect of the present disclosure, a vehicle thermal management system includes a battery module, and the thermal management system includes: a compressor having an outlet and an inlet, an external heat exchanger connected to the outlet, a first heat exchange plate and a second heat exchange plate, each of which can be configured to exchange heat with the battery module, the first heat exchange plate and the second heat exchange plate having a first flow path disposed therein and a second flow path disposed therein, and an integrated module including a valve seat and a group of throttle valves, the group of throttle valves disposed on the valve seat to throttle and reduce the pressure of a refrigerant flowing through the group of throttle valves, and a plurality of interfaces disposed on the valve seat, the external heat exchanger, the inlet, both ends of the first flow path, and both ends of the second flow path connected to the corresponding interfaces, respectively. The thermal management system has a battery cooling mode. In the battery cooling mode, the throttled and reduced pressure refrigerant exiting the integrated module flows through at least one of the first and second flow paths, and then flows back to the integrated module and is discharged through the inlet.

[0007] The vehicle thermal management system according to the present disclosure achieves a battery cooling mode by arranging the compressor, external heat exchanger, first heat exchange plate, second heat exchange plate, and throttle valve group. In this mode, at least one of the first heat exchange plate and the second heat exchange plate is used to cool the battery module and reduce its temperature, ensuring that heat generated during charging (e.g., fast charging) and discharging of the battery module is dissipated in a timely manner. This helps ensure that the battery module is at an appropriate operating temperature, thereby ensuring reliable use of the battery module and its good cycle life. Furthermore, arranging the throttle valve group on the valve seat facilitates a certain degree of integration into the integrated module, which is beneficial for saving internal layout space and facilitating a platform-based layout.

[0008] In some examples, the plurality of interfaces includes an exhaust interface. The outlet is connected to the exhaust interface. The integrated module further includes a group of control valves disposed on a valve seat, the group of control valves operating to switch the flow direction of the refrigerant within the valve seat. The thermal management system further includes a first heat exchanger, the first heat exchanger being connected between the group of throttle valves and the inlet. The thermal management system has a battery heating mode. In the battery heating mode, the refrigerant flowing out of the outlet flows through the integrated module, then flows to at least one of the first flow path and the second flow path, and then flows to the first heat exchanger after being throttled by the group of throttle valves.

[0009] In some examples, the plurality of interfaces includes a heat exchanger interface, wherein the first heat exchanger is secured to the valve seat and connected to the heat exchanger interface.

[0010] In some examples, the multiple interfaces include a discharge interface, a return air interface, and first to fourth cold plate interfaces. The discharge interface is connected to the outlet, and the return air interface is connected to the inlet. The first cold plate interface and the second cold plate interface are respectively connected to opposite ends of the first flow path, and the third cold plate interface and the fourth cold plate interface are respectively connected to opposite ends of the second flow path. A first main circuit, a second main circuit, a first branch circuit, and a second branch circuit are disposed within the valve seat. The first main circuit is connected to the discharge interface, the second main circuit is connected to the return air interface, the first branch circuit is connected to the first cold plate interface, and the second branch circuit is connected to the third cold plate interface. The first main circuit is connected to the first branch circuit and the second branch circuit, respectively, and the second main circuit is connected to the first branch circuit and the second branch circuit, respectively. The control valve group includes a first electronic expansion valve and a second electronic expansion valve. Both the first electronic expansion valve and the second electronic expansion valve have opening / closing functions and flow rate adjustment functions. The first electronic expansion valve is connected in series to the first main circuit, and the second electronic expansion valve is connected in series to the second main circuit.

[0011] In some examples, the multiple interfaces include a discharge interface, a return air interface, and a first cold plate interface through a fourth cold plate interface. The discharge interface is connected to the outlet, and the return air interface is connected to the inlet. The first cold plate interface and the second cold plate interface are respectively connected to opposite ends of the first flow path, and the third cold plate interface and the fourth cold plate interface are respectively connected to opposite ends of the second flow path. A first main circuit, a second main circuit, a first branch circuit, and a second branch circuit are disposed within the valve seat. The first main circuit is connected to the discharge interface, the second main circuit is connected to the return air interface, the first branch circuit is connected to the first cold plate interface, and the second branch circuit is connected to the third cold plate interface. The first main circuit is connected to the first branch circuit and the second branch circuit, respectively, and the second main circuit is connected to the first branch circuit and the second branch circuit, respectively. The control valve group includes a first on-off valve, a second on-off valve, a third electronic expansion valve, and a fourth electronic expansion valve, the first on-off valve being arranged in a first main circuit, the second on-off valve being arranged in a second main circuit, the third electronic expansion valve being arranged in a first branch circuit, and the fourth electronic expansion valve being arranged in a second branch circuit.

[0012] In some examples, the multiple interfaces further include a first one-way valve interface and a second one-way valve interface. The integrated module further includes a first one-way valve and a second one-way valve. The first one-way valve is fixed to the valve seat and connected to the first one-way valve interface. The first one-way valve is connected to the throttle valve group and the first heat exchanger, respectively, and allows refrigerant to flow unidirectionally through the first heat exchanger. The second one-way valve is fixed to the valve seat and connected to the second one-way valve interface. The second one-way valve is connected to the throttle valve group and the external heat exchanger, respectively, and allows refrigerant to flow unidirectionally through the throttle valve group.

[0013] In some examples, the thermal management system further includes a first vehicle interior heat exchanger. Two of the plurality of interfaces are connected to an inlet end and an outlet end of the first vehicle interior heat exchanger, respectively. The thermal management system also has a refrigeration mode, in which refrigerant that has been throttled and reduced in pressure and exits the integrated module flows to the first vehicle interior heat exchanger and then flows back to the integrated module and is discharged through the inlet.

[0014] In some examples, the thermal management system further includes a second vehicle interior heat exchanger, the second vehicle interior heat exchanger being connected to the corresponding interface and outlet, respectively, and the thermal management system also includes a heating mode, in which the refrigerant flowing out of the outlet flows to the second vehicle interior heat exchanger and then to the integrated module.

[0015] In some examples, the thermal management system further includes a first heat exchanger, the first heat exchanger having a first heat exchange flow path and a second heat exchange flow path disposed therein for exchanging heat with each other, the first heat exchange flow path being connected to the throttle valve group and the inlet, respectively; the thermal management system also includes a coolant circuit, the coolant circuit being used for heat exchange with a vehicle motor electronic control module radiator, and the second heat exchange flow path being configured as part of the coolant circuit.

[0016] In some examples, the thermal management system further includes a first radiator and a first switching valve, the first switching valve connected to the first radiator, the motor electronic control module radiator, and the first heat exchanger, respectively; the thermal management system further has a first operating mode, a second operating mode, and a third operating mode; the first switching valve operates to control the thermal management system to switch between the first operating mode, the second operating mode, and the third operating mode; in the first operating mode, coolant flows through the motor electronic control module radiator and the first radiator to form a coolant circuit; in the second operating mode, coolant flows through the motor electronic control module radiator and the second heat exchange passage to form a coolant circuit; and in the third operating mode, coolant flows through the motor electronic control module radiator, the second heat exchange passage, and the first radiator to form a coolant circuit.

[0017] In some examples, the thermal management system further includes a hybrid mode, and the first selector valve is configured to control the thermal management system to simultaneously operate the second operating mode and the third operating mode to enter the hybrid mode.

[0018] In some examples, the plurality of interfaces includes a switch valve interface, and the first switch valve is secured to the valve seat and connected to the switch valve interface.

[0019] In some examples, the plurality of interfaces includes a first water side interface and a second water side interface, the first water side interface connected to a motor electronic control module radiator, and the second water side interface connected to the first radiator.

[0020] In some examples, the plurality of interfaces include a first interface of a heat exchanger, a second interface of a heat exchanger, a third interface of a heat exchanger, and a fourth interface of a heat exchanger, wherein the first heat exchanger is fixed to the valve seat, and both ends of the first heat exchange flow path are connected to the first interface of the heat exchanger and the second interface of the heat exchanger, respectively, and both ends of the second heat exchange flow path are connected to the third interface of the heat exchanger and the fourth interface of the heat exchanger, respectively.

[0021] In some examples, the thermal management system further includes a makeup water tank connected to the coolant circuit for replenishing the coolant circuit with fluid.

[0022] In some examples, the plurality of interfaces includes a water tank interface, and a makeup water tank is disposed on the valve seat and connected to the water tank interface.

[0023] In some examples, the plurality of interfaces includes a water pump interface, and the thermal management system includes a water pump connected in series with the coolant circuit, the water pump secured to the valve seat and connected to the water pump interface.

[0024] A vehicle according to an example of the second aspect of the present disclosure includes a battery module and a thermal management system, which is a thermal management system according to the aforementioned example of the first aspect of the present disclosure, and a first heat exchange plate and a second heat exchange plate each exchange heat with the battery module.

[0025] According to examples of the present disclosure, vehicles employ the described thermal management systems to reduce the frequency of maintenance and battery module replacement, improve charging efficiency and user convenience, and facilitate a more rational vehicle layout.

[0026] In some examples, the first heat exchange plate and the second heat exchange plate are disposed on opposing sidewalls of the battery module.

[0027] Additional aspects and advantages of the present disclosure will be set forth in part below, and in part will be obvious from the following description, or may be learned by practice of the present disclosure.

[0028] The above and / or additional aspects and advantages of the present disclosure will become apparent and readily understood from the following description of examples taken in conjunction with the drawings. [Brief explanation of the drawings]

[0029] [Figure 1] 1 is a schematic diagram of a thermal management system according to an example of the present disclosure, wherein the integrated module includes the components within the dashed box. [Figure 2] 1 is a schematic diagram of a thermal management system according to another example of the present disclosure, wherein the integrated module includes the components within the dashed box. [Figure 3] 3 is an operational schematic diagram of the thermal management system shown in Figure 2. The thermal management system is in battery cooling mode. [Figure 4] 3 is an operational schematic diagram of the thermal management system shown in Figure 2. The thermal management system is in battery heating mode. [Figure 5] 3 is an operational schematic diagram of the thermal management system shown in Figure 2. The thermal management system is in cooling mode. [Figure 6] 3 is an operational schematic diagram of the thermal management system shown in Figure 2. The thermal management system is in battery cooling + air conditioning mode. [Figure 7] FIG. 3 is an operational schematic diagram of the thermal management system shown in FIG. 2. The thermal management system is in battery heating+cooling mode. [Figure 8] 3 is an operational schematic diagram of the thermal management system shown in Figure 2. The thermal management system is in heating mode. [Figure 9] 3 is an operational schematic diagram of the thermal management system shown in Figure 2. The thermal management system is in battery cooling + heating mode. [Figure 10] 3 is an operational schematic diagram of the thermal management system shown in Figure 2. The thermal management system is in battery heating + heating mode. [Figure 11] 3 is an operational schematic diagram of the thermal management system shown in Figure 2. The thermal management system is in cooling + heating mode. [Figure 12] 3 is an operational schematic diagram of the thermal management system shown in Figure 2. The thermal management system is in battery heating + cooling + heating mode. [Figure 13] 3 is an operational schematic diagram of the thermal management system shown in Figure 2. The thermal management system is in battery cooling + cooling + heating mode. [Figure 14] FIG. 2 is a schematic diagram of an integrated module according to an example of the present disclosure. [Figure 15] FIG. 15 is another schematic diagram of the integrated module shown in FIG. 14. [Figure 16] FIG. 15 is yet another schematic diagram of the integrated module shown in FIG. 14. [Figure 17] FIG. 15 is a schematic diagram of the gas-liquid separator shown in FIG. 14. [Figure 18] FIG. 15 is a partial schematic view of the valve seat shown in FIG. 14. [Figure 19] FIG. 19 is a cross-sectional view taken along the line AA in FIG. [Figure 20] FIG. 19 is a cross-sectional view taken along the line BB in FIG. [Figure 21] FIG. 19 is a cross-sectional view taken along line CC in FIG. [Figure 22] FIG. 19 is a schematic diagram of a flow path on the refrigerant side corresponding to the valve seat shown in FIG. 18. [Figure 23] FIG. 15 is an exploded view of the integrated module shown in FIG. 14. [Figure 24] 1 is a schematic diagram of a vehicle according to an example of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0030] Examples of the present disclosure are described in detail below. Examples of the embodiments are shown in the accompanying drawings, and the same or similar reference numerals in all of the accompanying drawings indicate the same or similar components, or components having the same or similar functions. The examples described below with reference to the accompanying drawings are illustrative and intended to explain the present disclosure, and should not be construed as limiting the present disclosure.

[0031] The following disclosure provides many different embodiments or examples for implementing different structures of the present disclosure. To simplify the disclosure of the present disclosure, specific example components and configurations are described below. It should be understood that these are merely examples and are not intended to limit the present disclosure. Furthermore, reference numerals and / or letters may be repeated in different examples of the present disclosure. This repetition is for the purposes of simplicity and clarity and does not in itself indicate a relationship between the various examples and / or configurations described. Furthermore, while examples of various specific processes and materials are provided by the present disclosure, those skilled in the art will recognize the applicability of other processes and / or the use of other materials.

[0032] A thermal management system 100 for a vehicle 200 according to an example of a first aspect of the present disclosure will be described below with reference to the accompanying drawings. The vehicle 200 may be a fuel vehicle, a gas vehicle, a new energy vehicle, or a rail vehicle. The new energy vehicle may be a pure electric vehicle, a hybrid vehicle, a long-distance vehicle, etc. The vehicle 200 also includes a battery module 102, which may be used to supply power to the vehicle 200. For example, the battery module 102 may function as an operating power supply for the vehicle 200, or may function as a traction power supply for the vehicle 200 to replace or partially replace a fuel such as gasoline or natural gas to provide driving power to the vehicle 200, or may be used to supply power to certain components of the vehicle 200, such as a motor, so that the battery module 102 can meet power requirements for at least one of starting, navigating, and driving operations of the vehicle 200.

[0033] As shown in FIGS. 1 and 2, the thermal management system 100 includes a compressor 1, an external heat exchanger 2, a first heat exchanger plate 3, and a second heat exchanger plate 4. The compressor 1 has an outlet 1a and an inlet 1b. The external heat exchanger 2 is connected to the outlet 1a. The refrigerant compressed in the compressor 1 flows to the external heat exchanger 2, allowing the external heat exchanger 2 to exchange heat with the external environment of the vehicle 200. Finally, the refrigerant flows back to the compressor 1 through the inlet 1b. The first heat exchanger plate 3 has a first flow path 30 configured to allow the refrigerant to flow therethrough. The second heat exchanger plate 4 has a second flow path 40 configured to allow the refrigerant to flow therethrough.

[0034] The first heat exchange plate 3 and the second heat exchange plate 4 can be configured to exchange heat with the battery module 102, respectively. That is, the refrigerant in the first flow path 30 can exchange heat with the battery module 102, and the refrigerant in the second flow path 40 can also exchange heat with the battery module 102. Obviously, the first heat exchange plate 3 and the second heat exchange plate 4 can jointly regulate the temperature of the battery module 102, so that the battery module 102 has an appropriate operating temperature, and ensure the stable and reliable operation of the battery module 102.

[0035] As shown in FIGS. 1 and 2 , the thermal management system 100 further includes an integrated module 5. The integrated module 5 includes a valve seat 51 and a throttle valve group 52. The throttle valve group 52 is disposed on the valve seat 51 to throttle and depressurize the refrigerant flowing through the throttle valve group 52. After throttling and depressurizing by the throttle valve group 52, the temperature and pressure of the refrigerant can be reduced so that the refrigerant can enter a subsequent heat exchange component, such as an evaporator, to achieve evaporation and heat absorption, thereby allowing the corresponding heat exchange component to achieve cooling. A plurality of interfaces 510 are disposed on the valve seat 51. The external heat exchanger 2, the inlet 1b, both ends of the first flow path 30, and both ends of the second flow path 40 are respectively connected to the corresponding interfaces 510. The number of interfaces 510 is at least six. Six of these interfaces 510 are connected to the external heat exchanger 2, the inlet 1b, both ends of the first flow path 30, and both ends of the second flow path 40, respectively, to facilitate the circulatory flow of refrigerant within the loop formed by the compressor 1, the external heat exchanger 2, the throttle valve group 52, the first heat exchange plate 3, and the second heat exchange plate 4.

[0036] The thermal management system 100 has a battery cooling mode. As shown in FIG. 3 , in the battery cooling mode, the throttled and decompressed refrigerant flowing out of the integrated module 5 flows through at least one of the first flow path 30 and the second flow path 40, then flows back to the integrated module 5, and is discharged through the inlet 1b. The throttled and decompressed refrigerant has a relatively low temperature. When flowing through at least one of the first flow path 30 and the second flow path 40, the refrigerant absorbs heat from the battery module 102 to reduce the temperature of the battery module 102, thereby achieving cooling of the battery module 102 and ensuring stable and reliable operation of the battery module 102.

[0037] Apparently, in the battery cooling mode, the throttled and decompressed refrigerant in the first flow path 30 and the second flow path 40 flows only through the first flow path 30 to return to the integrated module 5 and is discharged at the inlet 1b, or flows only through the second flow path 40 to return to the integrated module 5 and is discharged at the inlet 1b, or is distributed to both the first flow path 30 and the second flow path 40 to return to the integrated module 5 and is discharged at the inlet 1b. In other words, the first flow path 30 and the second flow path 40 are arranged in parallel between the throttle valve group 52 and the inlet 1b. In the battery cooling mode, at least one of the first heat exchange plate 3 and the second heat exchange plate 4 is used for heat exchange with the battery module 102 to cool the battery module 102.

[0038] For the purpose of explanation, the following takes as an example a case where the multiple interfaces 510 include a first interface, a second interface, a third interface, a fourth interface, a fifth interface, and a sixth interface.

[0039] One end of the flow path in the external heat exchanger 2 is connected to the outlet 1a, and the other end of the flow path in the external heat exchanger 2 is connected to the first interface. The inlet 1b is connected to the second interface. Both ends of the first flow path 30 are connected to the third interface and the fourth interface, respectively. Both ends of the second flow path 40 are connected to the fifth interface and the sixth interface, respectively. In the battery cooling mode, the high-temperature, high-pressure gas refrigerant compressed in the compressor 1 flows through the outlet 1a to the external heat exchanger 2 and exchanges heat with the external environment. After the heat exchange, the temperature of the refrigerant decreases, and the refrigerant liquefies into a medium-temperature, high-pressure liquid. Then, the refrigerant flows through the throttle valve group 52 in the integrated module 5 for throttling and pressure reduction, further reducing the temperature of the refrigerant and forming a low-temperature, low-pressure gas-liquid mixture. The throttled and pressure-reduced refrigerant flows out of the integrated module 5 and flows through at least one of the first flow path 30 and the second flow path 40 to cool the battery module 102. The refrigerant absorbs heat from the battery module 102 and evaporates, lowering the temperature of the battery module 102. After exchanging heat with the battery module 102, the refrigerant flows back to the integrated module 5 and then flows through the second interface to the inlet 1b to enter the next cycle.

[0040] Obviously, in the battery cooling mode, the external heat exchanger 2 functions as a condenser. When the throttled and depressurized refrigerant flows through the first flow path 30, the refrigerant can flow out of the integrated module 5 through one of the third and fourth interfaces, pass through the first flow path 30, and then return to the integrated module 5 through the other of the third and fourth interfaces. When the throttled and depressurized refrigerant flows through the second flow path 40, the refrigerant can flow out of the integrated module 5 through one of the fifth and sixth interfaces, pass through the second flow path 40, and return to the integrated module 5 through the other of the fifth and sixth interfaces.

[0041] It should be noted that in the description of the present disclosure, the terms "first heat exchange plate 3" and "second heat exchange plate 4" should be understood broadly and can be understood to include the following situations: 1. The first heat exchange plate 3 can be used to cool the battery module 102 and can also be used to heat the battery module 102. Similarly, the second heat exchange plate 4 can be used to cool the battery module 102 and can also be used to heat the battery module 102. 2. The first heat exchange plate 3 is used only to cool the battery module 102, and the second heat exchange plate 4 is used only to cool the battery module 102.

[0042] The thermal management system 100 for a vehicle 200 according to the present disclosure has a battery cooling mode due to the arrangement of the compressor 1, the external heat exchanger 2, the first heat exchange plate 3, the second heat exchange plate 4, and the throttle valve group 52. At least one of the first heat exchange plate 3 and the second heat exchange plate 4 is used to cool the battery module 102 to reduce its temperature, so that heat generated during charging (e.g., fast charging) or discharging of the battery module 102 can be dissipated in a timely manner. This helps ensure that the battery module 102 maintains an appropriate operating temperature to improve the charging efficiency of the battery module 102 and ensure the reliable use of the battery module 102 and its excellent cycle life, thereby improving the driving efficiency and convenience of the vehicle 200. In addition, by arranging the throttle valve group 52 on the valve seat 51, it becomes easier to give the integrated module 5 a certain degree of integration, which contributes to saving interior layout space of the vehicle, simplifying the piping connections of the system, facilitating platform-based layout, and reducing the flow resistance of the system, thus improving the efficiency of the system.

[0043] Furthermore, in the present disclosure, the first heat exchange plate 3 and the second heat exchange plate 4 can cooperate to cool the battery module 102, accelerating the temperature cooling rate of the battery module 102 and enabling timely heat dissipation during high-power charging.

[0044] It should be noted that in Figures 3 to 13 of the present disclosure, the flow paths formed by the thick lines are the refrigerant circulation paths in the corresponding modes.

[0045] 1 and 2, the thermal management system 100 further includes a liquid storage tank 14. To ensure the performance of the thermal management system 100, the liquid storage tank 14 is connected between the external heat exchanger 2 and an interface 510 of the valve seat 51 connected to the external heat exchanger 2, facilitating adaptive adjustment of the thermal management system 100 according to different refrigerant circulation amounts required in different modes.

[0046] 1, 2, 14, and 17, the plurality of interfaces 510 includes a separator interface. The integrated module 5 further includes a gas-liquid separator 16. The gas-liquid separator 16 has a refrigerant inlet 16a and a refrigerant outlet 16b. The gas-liquid separator 16 is fixed to the valve seat 51 (e.g., the gas-liquid separator 16 is fixed to the valve seat 51 by screws 162) and connected to the separator interface. This facilitates the placement of the gas-liquid separator 16, realizes connection between the gas-liquid separator 16 and the flow path in the valve seat 51, and improves the integration level of the integrated module 5, which contributes to saving interior layout space of the vehicle.

[0047] In some examples, the gas-liquid separator 16 has a separator connection 161. The separator connection 161 is disposed at the refrigerant inlet 16a and communicates with the refrigerant inlet 16a. The refrigerant inlet 16a is connected to another flow path or piping via the separator connection 161.

[0048] 1 and 2, in some examples of the present disclosure, the plurality of interfaces 510 includes a discharge interface 51a. The outlet 1a is connected to the discharge interface 51a. The refrigerant compressed in the compressor 1 can flow to the integrated module 5 via the discharge interface 51a. The integrated module 5 also includes a control valve group 53. The control valve group 53 is disposed on a valve seat 51 and operates to switch the flow direction of the refrigerant within the valve seat 51. This facilitates the enhancement of modes and functions of the thermal management system 100.

[0049] As shown in FIGS. 1, 2, and 14, the thermal management system 100 further includes a first heat exchanger 6. The first heat exchanger 6 is connected between the throttle valve group 52 and the inlet 1b. The refrigerant flowing from the throttle valve group 52 to the inlet 1b flows through the first heat exchanger 6 for heat exchange. The thermal management system 100 has a battery heating mode. In the battery heating mode, the refrigerant discharged from the outlet 1a flows through the integrated module 5 and then flows into at least one of the first flow path 30 and the second flow path 40. The refrigerant then flows into the first heat exchanger 6 after being throttled by the throttle valve group 52. The refrigerant discharged from the outlet 1a has a relatively high temperature. When the refrigerant flows into at least one of the first flow path 30 and the second flow path 40, it heats the battery module 102 to increase the temperature of the battery module 102, thereby ensuring stable and reliable operation of the battery module 102. At this time, the compressor 1, the first heat exchange plate 3, the second heat exchange plate 4, the throttle valve group 52, and the first heat exchanger 6 form a refrigerant circulation loop.

[0050] Apparently, in the battery heating mode, the refrigerant discharged from the outlet 1 a in the first flow path 30 and the second flow path 40 can flow to the throttle valve group 52 and the first heat exchanger 6 through only the first flow path 30, only the second flow path 40, or through both the first flow path 30 and the second flow path 40. In other words, the first flow path 30 and the second flow path 40 are arranged in parallel between the discharge interface 51 a and the throttle valve group 52. In the battery heating mode, at least one of the first heat exchange plate 3 and the second heat exchange plate 4 is used for heat exchange with the battery module 102 to heat the battery module 102.

[0051] For example, in a case where the multiple interfaces 510 include the first interface to the sixth interface, one end of a flow path in the external heat exchanger 2 is connected to the outlet 1a, and the other end of the flow path in the external heat exchanger 2 is connected to the first interface. The inlet 1b is connected to the second interface. Both ends of the first flow path 30 are connected to the third interface and the fourth interface, respectively. Both ends of the second flow path 40 are connected to the fifth interface and the sixth interface, respectively. In the battery heating mode, high-temperature, high-pressure gas refrigerant compressed in the compressor 1 flows to the integrated module 5 via the outlet 1a and the discharge interface 51a. The refrigerant flows out of the integrated module 5 and flows into at least one of the first flow path 30 and the second flow path 40 to heat the battery module 102. The refrigerant then flows back to the integrated module 5 and is throttled and decompressed by the throttle valve group 52. The refrigerant then flows to the first heat exchanger 6 for heat exchange. After absorbing heat and evaporating, the refrigerant flows back to the inlet 1b to enter the next cycle.

[0052] Obviously, in battery heating mode, the first heat exchanger 6 functions as an evaporator.

[0053] In some examples of the present disclosure, as shown in FIGS. 1, 2, and 14, the multiple interfaces 510 include a heat exchanger interface 51b. The first heat exchanger 6 is fixed to the valve seat 51 and connected to the heat exchanger interface 51b. There are two heat exchanger interfaces 51b. The first heat exchanger 6 is connected between the two heat exchanger interfaces 51b. One of the heat exchanger interfaces 51b is disposed between the throttle valve group 52 and the first heat exchanger 6, and the other heat exchanger interface 51b is disposed between the first heat exchanger 6 and the interface 510 connected to the inlet 1b. This facilitates the placement of the first heat exchanger 6 and realizes the connection between the first heat exchanger 6 and the flow path in the valve seat 51. The part connected to the first heat exchanger 6 is connected to the valve seat 51 to realize the connection with the first heat exchanger 6, which greatly simplifies the piping connection of the system, reduces the flow resistance, and improves the efficiency of the system, while also improving the integration level of the integrated module 5, which contributes to saving the interior layout space of the vehicle and facilitating the platform-based layout.

[0054] 1 and 2, the plurality of interfaces 510 includes a first interface through a sixth interface. The inlet 1b is connected to the second interface. One of the heat exchanger interfaces 51b is disposed between the throttle valve group 52 and the first heat exchanger 6, and the other heat exchanger interface 51b is disposed between the first heat exchanger 6 and the second interface. The valve seat 51 forms a flow path for one of the heat exchanger interfaces 51b and the throttle valve group 52, and a flow path connecting the other heat exchanger interface 51b and the second interface. Thus, in the battery heating mode, the refrigerant flows through the throttle valve group 52, then through the flow path, and then flows out of the valve seat 51 through one of the heat exchanger interfaces 51b to the first heat exchanger 6. The refrigerant then flows back to the flow path of the valve seat 51 through the other heat exchanger interface 51b, and then flows out of the valve seat 51 through the second interface to return to the inlet 1b.

[0055] 1, the plurality of interfaces 510 includes an exhaust interface 51a, a return gas interface 51c (e.g., the second interface described above), a first cold plate interface 51d (e.g., the fourth interface described above), a second cold plate interface 51e (e.g., the third interface described above), a third cold plate interface 51f (e.g., the sixth interface described above), and a fourth cold plate interface 51g (e.g., the fifth interface described above). The exhaust interface 51a is connected to the outlet 1a, and the return gas interface 51c is connected to the inlet 1b. The first cold plate interface 51d and the second cold plate interface 51e are connected to both ends of the first flow path 30, respectively, and the third cold plate interface 51f and the fourth cold plate interface 51g are connected to both ends of the second flow path 40, respectively. A first main circuit A, a second main circuit B, a first branch circuit C, and a second branch circuit D are arranged in the valve circuit 51. The first main circuit A is connected to the exhaust interface 51a, the second main circuit B is connected to the return gas interface 51c, the first branch circuit C is connected to the first cold plate interface 51d, and the second branch circuit D is connected to the third cold plate interface 51f. The first main circuit A is connected to both the first branch circuit C and the second branch circuit D, and the second main circuit B is also connected to both the first branch circuit C and the second branch circuit D. It can be seen that the refrigerant discharged from outlet 1a flows through discharge interface 51a to first main circuit A and is distributed to first branch circuit C and second branch circuit D. The refrigerant in first branch circuit C and second branch circuit D merges into second main circuit B and flows back to compressor 1 through return gas interface 51c.

[0056] At this time, as shown in FIG. 1 , a control valve group 53 is also disposed in the integrated module 5. The control valve group 53 operates to switch the flow direction of the refrigerant in the valve seat 51. The control valve group 53 includes a first electronic expansion valve 531 and a second electronic expansion valve 532. Both the first electronic expansion valve 531 and the second electronic expansion valve 532 have the functions of opening and closing control and flow rate adjustment. The first electronic expansion valve 531 is connected in series to the first main circuit A, and therefore the first electronic expansion valve 531 can be used to control the opening and closing (i.e., non-opening) of the first main circuit A, and can also be used to adjust the flow rate of the first main circuit A. The second electronic expansion valve 532 is connected in series with the second main circuit B, so that the second electronic expansion valve 532 can be used to control the opening and closing of the second main circuit B, and the second electronic expansion valve 532 can also be used to adjust the flow rate of the second main circuit B.

[0057] Therefore, in the battery cooling mode, the first main circuit A is disconnected and the second main circuit B is connected. The refrigerant discharged from the outlet 1a flows sequentially through the external heat exchanger 2 and the throttle valve group 52. After being throttled and reduced in pressure, the refrigerant flows out of the integrated module 5 and flows through at least one of the second cold plate interface 51e and the fourth cold plate interface 51g to at least one of the first flow path 30 and the second flow path 40 to cool the battery module 102. After exchanging heat with the battery module 102, the refrigerant again flows through at least one of the first cold plate interface 51d and the second cold plate interface 51e to at least one of the first branch circuit C and the second branch circuit D of the integrated module 5, then flows through the second main circuit B to the return gas interface 51c, and returns to the compressor 1.

[0058] In the battery heating mode, the first main circuit A is connected and the second main circuit B is disconnected. The refrigerant discharged from the outlet 1a flows through the first main circuit A to at least one of the first branch circuit C and the second branch circuit D, resulting in the refrigerant flowing through at least one of the first flow path 30 and the second flow path 40. The refrigerant then flows through the throttle valve group 52 and the first heat exchanger 6, and then to the return gas interface 51c and the inlet 1b. In the above process, it can be seen that the flow path at the outlet end of the first heat exchanger 6 has two branches. One branch is connected to the return gas interface 51c, and the other branch is connected to the second main circuit B. Because the second main circuit B is disconnected, all of the refrigerant flowing out of the first heat exchanger 6 flows through the return gas interface 51c to the inlet 1b.

[0059] Obviously, the opening and closing of the first main circuit A and the second main circuit B can be controlled by the first electronic expansion valve 531 and the second electronic expansion valve 532, which makes it easy to switch the thermal management system 100 into a battery cooling mode or a battery heating mode, which reduces the use of valve components, lowers costs, reduces the flow resistance of the system, improves the efficiency of the system, and also makes it easier to control the thermal management system 100.

[0060] In the example of FIG. 1 , it can be seen that the first branch circuit C and the second branch circuit D do not have valve bodies. In the battery cooling mode, the throttling and decompression-reduced refrigerant flows from the integrated module 5 to the first flow path 30 and the second flow path 40, respectively. In the battery heating mode, the refrigerant discharged from the outlet 1a flows through the first main circuit A to the first flow path 30 and the second flow path 40, respectively. That is, whether in the battery cooling mode or the battery heating mode, both the first branch circuit C and the second branch circuit D are in a conductive state. Therefore, both the first heat exchange plate 3 and the second heat exchange plate 4 are used to regulate the temperature of the battery module 102.

[0061] In some other examples of the present disclosure, as shown in FIG. 2 , the plurality of interfaces 510 includes an exhaust interface 51a, a return gas interface 51c (e.g., the second interface described above), a first cold plate interface 51d (e.g., the fourth interface described above), a second cold plate interface 51e (e.g., the third interface described above), a third cold plate interface 51f (e.g., the sixth interface described above), and a fourth cold plate interface 51g (e.g., the fifth interface described above). The exhaust interface 51a is connected to the outlet 1a, and the return gas interface 51c is connected to the inlet 1b. The first cold plate interface 51d and the second cold plate interface 51e are connected to opposite ends of the first flow path 30, respectively, and the third cold plate interface 51f and the fourth cold plate interface 51g are connected to opposite ends of the second flow path 40, respectively. A first main circuit A, a second main circuit B, a first branch circuit C, and a second branch circuit D are arranged in the valve circuit 51. The first main circuit A is connected to the discharge interface 51a, the second main circuit B is connected to the return gas interface 51c, the first branch circuit C is connected to the first cold plate interface 51d, and the second branch circuit D is connected to the third cold plate interface 51f. The first main circuit A is connected to both the first branch circuit C and the second branch circuit D, and the second main circuit B is also connected to both the first branch circuit C and the second branch circuit D. It can be seen that the refrigerant discharged from the outlet 1a flows into the first main circuit A through the discharge interface 51a and is distributed to the first branch circuit C and the second branch circuit D. The refrigerant in the first branch circuit C and the second branch circuit D merges into the second main circuit B and flows back to the compressor 1 via the return gas interface 51c.

[0062] 2, the integrated module 5 also has a control valve group 53. The control valve group 53 operates to switch the flow direction of the refrigerant in the valve seat 51. The control valve group 53 includes a first on-off valve 533, a second on-off valve 534, a third electronic expansion valve 535, and a fourth electronic expansion valve 536. The first on-off valve 533 is arranged in a first main circuit A, the second on-off valve 534 is arranged in a second main circuit B, the third electronic expansion valve 535 is arranged in a first branch circuit C, and the fourth electronic expansion valve 536 is arranged in a second branch circuit D. In that case, the first on-off valve 533 can be used to control the opening and closing of the first main circuit A, the second on-off valve 534 can be used to control the opening and closing of the second main circuit B, the third electronic expansion valve 535 can be used to control the flow rate of the first branch circuit C, and the fourth electronic expansion valve 536 can be used to control the flow rate of the second branch circuit D.

[0063] Therefore, in the battery cooling mode, the first main circuit A is disconnected and the second main circuit B is connected. The refrigerant discharged from the outlet 1a flows sequentially through the external heat exchanger 2 and the throttle valve group 52. After being throttled and reduced in pressure, the refrigerant flows out of the integrated module 5 and flows through at least one of the second cold plate interface 51e and the fourth cold plate interface 51g to at least one of the first flow path 30 and the second flow path 40 to cool the battery module 102. After exchanging heat with the battery module 102, the refrigerant again flows through at least one of the first cold plate interface 51d and the second cold plate interface 51e to at least one of the first branch circuit C and the second branch circuit D of the integrated module 5, then flows through the second main circuit B to the return gas interface 51c, and returns to the compressor 1.

[0064] In the battery heating mode, the first main circuit A is connected and the second main circuit B is disconnected. The refrigerant discharged from the outlet 1a flows through the first main circuit A to at least one of the first branch circuit C and the second branch circuit D, resulting in the refrigerant flowing through at least one of the first flow path 30 and the second flow path 40. The refrigerant then flows through the throttle valve group 52 and the first heat exchanger 6, and then to the return gas interface 51c and the inlet 1b. In the above process, it can be seen that the flow path at the outlet end of the first heat exchanger 6 has two branches. One branch is connected to the return gas interface 51c, and the other branch is connected to the second main circuit B. Because the second main circuit B is disconnected, all of the refrigerant flowing out of the first heat exchanger 6 flows through the return gas interface 51c to the inlet 1b.

[0065] Obviously, the opening and closing of the first main circuit A and the second main circuit B can be controlled by the first on-off valve 533 and the second on-off valve 534, which facilitates switching the thermal management system 100 to a battery cooling mode or a battery heating mode and also facilitates control of the thermal management system 100. Among them, the third electronic expansion valve 535 and the fourth electronic expansion valve 536 can be used to rationally distribute the amount and throttling degree of the refrigerant flowing through the first heat exchange plate 3 and the second heat exchange plate 4, so as to better regulate the temperature of the battery module 102. For example, if the temperature of the battery module 102 at the position corresponding to the first heat exchange plate 3 is different from the temperature at the position corresponding to the second heat exchange plate 4, the amount and temperature of the refrigerant on the first heat exchange plate 3 and the second heat exchange plate 4 can be adjusted, respectively, which is convenient for effectively controlling the temperature of the corresponding position of the battery module 102 and thus improves the flexibility of temperature control of the battery module 102.

[0066] It can be understood that if the third electronic expansion valve 535 and the fourth electronic expansion valve 536 can be used to regulate the flow rate but cannot realize flow path control, both the first branch circuit C and the second branch circuit D remain conductive. In that case, both the first heat exchange plate 3 and the second heat exchange plate 4 are used to regulate the temperature of the battery module 102, whether in the battery cooling mode or the battery heating mode.

[0067] Naturally, the third electronic expansion valve 535 can also have an on-off function for controlling the opening and closing of the first branch circuit C, and the fourth electronic expansion valve 536 can also have an on-off function for controlling the opening and closing of the second branch circuit D. In this case, if the first on-off valve 533 and the second on-off valve 534 do not close normally, the third electronic expansion valve 535 and the fourth electronic expansion valve 536 can be used in conjunction to ensure the normal use of the flow paths of the thermal management system 100, which is beneficial to improving the reliability of the control valve group 53. At the same time, this can provide a certain emergency response time for subsequent maintenance. Furthermore, the third electronic expansion valve 535 and the fourth electronic expansion valve 536 can also be used to control whether the first heat exchange plate 3 or the second heat exchange plate 4 is used to adjust the temperature of the battery module 102. For example, in the battery cooling mode, when the first branch circuit C is conductive and the second branch circuit D is blocked, the first heat exchange plate 3 is used to cool the battery module 102, and the second heat exchange plate 4 cannot cool the battery module 102. Alternatively, when the first branch circuit C is blocked and the second branch circuit D is conductive, the second heat exchange plate 4 is used to cool the battery module 102, and the first heat exchange plate 3 cannot cool the battery module 102. Alternatively, when both the first branch circuit C and the second branch circuit D are conductive, both the first heat exchange plate 3 and the second heat exchange plate 4 are used to cool the battery module 102.

[0068] In some examples of the present disclosure, as shown in FIGS. 1 and 2 , the multiple interfaces 510 further include a first one-way valve interface 51h and a second one-way valve interface 51i. The integrated module 5 further includes a first one-way valve 54. The first one-way valve 54 is fixed to the valve seat 51 and connected to the first one-way valve interface 51h. The first one-way valve 54 is connected to the throttle valve group 52 and the first heat exchanger 6, respectively. The first one-way valve 54 allows refrigerant to flow unidirectionally to the first heat exchanger 6. In this case, the refrigerant in the throttle valve group 52 can flow to the first heat exchanger 6 through the first one-way valve 54, but the refrigerant in the first heat exchanger 6 cannot flow to the throttle valve group 52 through the first one-way valve 54. The integrated module 5 further includes a second one-way valve 55. The second one-way valve 55 is fixed to the valve seat 51 and connected to the second one-way valve interface 51i. The second one-way valve 55 is connected to the throttle valve group 52 and the external heat exchanger 2, respectively, and the second one-way valve 55 allows the refrigerant to flow unidirectionally to the throttle valve group 52. In this case, the refrigerant from the external heat exchanger 2 can flow to the throttle valve group 52 through the second one-way valve 55, but the refrigerant from the throttle valve group 52 cannot flow to the external heat exchanger 2 through the second one-way valve 55. This further improves the integration degree of the integrated module 5.

[0069] It can be seen that in the battery cooling mode, the refrigerant flowing out of the outlet 1a flows through the external heat exchanger 2, then through the second one-way valve 55, and then through the throttle valve group 52, so that the refrigerant is throttled and reduced in pressure, and then flows to at least one of the first heat exchanger plate 3 and the second heat exchanger plate 4. In the battery heating mode, the refrigerant flowing out of at least one of the first heat exchanger plate 3 and the second heat exchanger plate 4 flows through the throttle valve group 52, then through the first one-way valve 54, and then through the first heat exchanger 6, and then back to the inlet 1b. Therefore, in order to ensure the temperature control effect of the battery module 102, the arrangement of the first one-way valve 54 and the second one-way valve 55 ensures that the refrigerant in the thermal management system 100 has a precise flow path in the battery cooling mode and the battery heating mode.

[0070] 1 and 2, the throttle valve group 52 includes two first throttle valves 521. One of the first throttle valves 521 corresponds to the first flow path 30 and is connected between the first flow path 30 and the external heat exchanger 2. The other first throttle valve 521 corresponds to the second flow path 40 and is connected between the second flow path 40 and the external heat exchanger 2. Therefore, the flow path connecting the external heat exchanger 2 to the first heat exchanger plate 3 and the second heat exchanger plate 4 includes a main path and two branch paths connected to the main path. The two branch paths are connected to the first flow path and the second flow path 40 in a one-to-one relationship, respectively, and each first throttle valve 521 is connected in series to the corresponding branch path. Therefore, in the battery cooling mode, the refrigerant is throttled and decompressed by the first throttle valve 521 and flows into at least one of the first flow path 30 and the second flow path 40.

[0071] When the thermal management system 100 also has a battery heating mode, the refrigerant in at least one of the first flow path 30 and the second flow path 40 flows to the corresponding first throttle valve 521 and then to the first heat exchanger 6.

[0072] Of course, in other examples of the present disclosure, there can be only one first throttle valve 521. In this case, in the battery cooling mode, the first heat exchange plate 3 and the second heat exchange plate 4 share the same first throttle valve 521. If the thermal management system 100 also has a battery heating mode, in the battery heating mode, the first heat exchange plate 3 and the second heat exchange plate 4 share the same first throttle valve 521.

[0073] In some examples of the present disclosure, as shown in FIGS. 1 and 2, the thermal management system 100 also includes a first internal heat exchanger 7. Two of the multiple interfaces 510 are connected to the inlet and outlet ends of the first internal heat exchanger 7, respectively, to establish a connection between the flow path in the valve seat 51 and the first internal heat exchanger 7. The thermal management system 100 also has a cooling mode. As shown in FIG. 5, in the cooling mode, the throttled and depressurized refrigerant exiting the integrated module 5 flows to the first internal heat exchanger 7 and then flows back to the integrated module 5 and is discharged through the inlet 1b. In the cooling mode, the interface 510 connected to the inlet end of the first internal heat exchanger 7 is connected to the throttle valve group 52, and the interface 510 connected to the outlet end of the first internal heat exchanger 7 is connected to the return gas interface 51c. The throttled and depressurized refrigerant is at a relatively low temperature. When these refrigerants flow into the first internal heat exchanger 7, they absorb heat inside the vehicle 200 to lower the temperature inside the vehicle, thereby providing a comfortable environment for the driver and passengers. At this time, the compressor 1, the external heat exchanger 2, the throttle valve group 52, and the first internal heat exchanger 7 form a refrigerant circulation flow path.

[0074] It can be seen that the first flow path 30, the second flow path, and the first internal heat exchanger 7 are connected in parallel between the throttle valve group 52 and the inlet 1b. It can be seen that the thermal management system 100 can be configured in the following ways: the thermal management system 100 has a battery cooling mode and an air conditioning mode, the battery cooling mode and the air conditioning mode cannot be performed simultaneously, or the thermal management system 100 has a battery cooling mode, an air conditioning mode, and a battery cooling+air conditioning mode. In the battery cooling+air conditioning mode (shown in FIG. 6 ), the throttled and depressurized refrigerant exiting the integrated module 5 is used to cool the battery module 102 and the vehicle interior. That is, a portion of the throttled and depressurized refrigerant exiting the integrated module 5 flows to at least one of the first flow path 30 and the second flow path 40 and then flows back to the integrated module 5 and is discharged at the inlet 1b, and another portion flows to the first internal heat exchanger 7 and then flows back to the integrated module 5 and is discharged at the inlet 1b.

[0075] For example, in the example of FIGS. 1 and 2 , the throttle valve group 52 includes a first throttle valve 521 and a second throttle valve 522. The first throttle valve 521 is set corresponding to the first heat exchanger plate 3 and the second heat exchanger plate 4, and the second throttle valve 522 is set corresponding to the first internal heat exchanger 7. It can be seen that the first internal heat exchanger 7 and the first heat exchanger plate 3 and the second heat exchanger plate 4 correspond to different throttle valves, respectively. In this case, if both the first throttle valve 521 and the second throttle valve 522 have an opening / closing function, it is easy to flexibly switch the thermal management system 100 between the battery cooling mode, the air conditioning mode, and the battery cooling and air conditioning mode without using other valves. If the first throttle valve 521 and the second throttle valve 522 have a flow rate adjustment function, it is easy to rationally adjust the refrigerant for cooling the battery module 102 and the refrigerant for cooling the vehicle interior.

[0076] Of course, in other examples of the present disclosure, at least one of the first heat exchange plate 3 and the second heat exchange plate 4 shares the same throttle valve as the first internal heat exchanger 7 .

[0077] In some examples, as shown in FIGS. 1 and 2 , the plurality of interfaces 510 includes an exhaust interface 51a. The outlet 1a is connected to the exhaust interface 51a. The integrated module 5 also includes a control valve group 53 located within the valve seat 51. The control valve group 53 operates to switch the flow direction of the refrigerant within the valve seat 51. The thermal management system 100 further includes a first heat exchanger 6 and a first internal heat exchanger 7. The first heat exchanger 6 is connected between the throttle valve group 52 and the inlet 1b. Two of the plurality of interfaces 510 are connected to the inlet end and the outlet end of the first internal heat exchanger 7, respectively. The thermal management system 100 has a battery heating mode and a cooling mode. In the battery heating mode, as shown in FIG. 4 , the refrigerant discharged from the outlet 1a flows through the integrated module 5, then flows to at least one of the first flow path 30 and the second flow path 40, and then flows to the throttle valve group 52 and the first heat exchanger 6. In the cooling mode, the refrigerant that has been throttled and decompressed flows out of the integrated module 5 and flows to the first internal heat exchanger 7, then flows back to the integrated module 5 and is discharged from the inlet 1b.

[0078] It can be seen that the thermal management system 100 can be configured in two ways. One is that the thermal management system 100 has a battery heating mode and a cooling mode, and these two modes cannot be operated simultaneously. The other is that the thermal management system 100 has a battery heating mode, a cooling mode, and a battery heating and cooling mode. In the battery heating and cooling mode (shown in FIG. 7 ), a portion of the refrigerant discharged from outlet 1 a can flow through integrated module 5, then to at least one of first flow path 30 and second flow path 40, then to throttle valve group 52 and first heat exchanger 6, and then back to integrated module 5 to be discharged at inlet 1 b. Another portion of the refrigerant flows through external heat exchanger 2, passes through throttle valve group 52, flows to first internal heat exchanger 7, and then back to integrated module 5 to be discharged at inlet 1 b. It can be seen that in the battery heating + cooling mode, the throttle valve group 52 includes multiple throttle valves, and the throttle valve through which the refrigerant in at least one of the first flow path 30 and the second flow path 40 flows to the throttle valve group 52 is not the same as the throttle valve through which the refrigerant from the external heat exchanger 2 flows to the throttle valve group 52.

[0079] 1 and 2, the throttle valve group 52 includes a first throttle valve 521 and a second throttle valve 522. The first throttle valve 521 is set corresponding to the first heat exchange plate 3 and the second heat exchange plate 4, and the second throttle valve 522 is set corresponding to the first internal heat exchanger 7. In the battery heating+cooling mode, the refrigerant in at least one of the first flow path 30 and the second flow path 40 flows to the first throttle valve 521, and the refrigerant from the external heat exchanger 2 flows to the second throttle valve 522.

[0080] 1 and 2, in the battery heating+cooling mode, the refrigerant in at least one of the first flow path 30 and the second flow path 40 can flow through the first throttle valve 521 and the first heat exchanger 6 and then return to the integrated module 5. The refrigerant then undergoes secondary throttling by the second throttle valve 522, passes through the first internal heat exchanger 7, and then returns to the integrated module 5 and is discharged to the inlet 1b, ensuring the cooling effect. Of course, in other examples of the present disclosure, in the battery heating+cooling mode, the refrigerant in at least one of the first flow path 30 and the second flow path 40 can flow through the first throttle valve 521 and the first heat exchanger 6 and then return to the integrated module 5, and the refrigerant is discharged to the inlet 1b through another flow path of the integrated module 5 instead of passing through the second throttle valve 522.

[0081] In some examples of the present disclosure, as shown in FIGS. 1 and 2 , the thermal management system 100 also includes a second internal heat exchanger 8. The second internal heat exchanger 8 is connected to a corresponding interface 510 and an outlet 1 a, respectively. The corresponding interface 510 is connected to the outlet end of the second internal heat exchanger 8, realizing a connection between the flow path in the valve seat 51 and the second internal heat exchanger 8. The thermal management system 100 has a heating mode. In the heating mode, as shown in FIG. 8 , the refrigerant exiting from the outlet 1 a flows to the second internal heat exchanger 8 and then flows to the integrated module 5. The refrigerant discharged from the outlet 1 a has a relatively high temperature. When the refrigerant flows through the second internal heat exchanger 8, the refrigerant can be used to increase the vehicle interior temperature, providing a comfortable environment for the driver and passengers.

[0082] 1 and 2, the thermal management system 100 also includes a first heat exchanger 6. The first heat exchanger 6 is connected between the throttle valve group 52 and the inlet 1b. In the heating mode, the refrigerant flowing out from the outlet 1a flows to the second internal heat exchanger 8, then to the integrated module 5, and then through the throttle valve group 52 and the first heat exchanger 6 before being discharged to the inlet 1b. At this time, the compressor 1, the external heat exchanger 2, the throttle valve group 52, and the first heat exchanger 6 form a refrigerant circulation path. Naturally, the refrigerant circulation path in the heating mode is not limited to this.

[0083] It may be understood that the thermal management system 100 can be configured to have a battery cooling mode and a heating mode, but these two modes cannot be performed simultaneously, or the thermal management system 100 can be configured to have a battery cooling mode, a heating mode, and a battery cooling and heating mode. In the battery cooling and heating mode (shown in FIG. 9 ), a portion of the refrigerant discharged from outlet 1 a flows through external heat exchanger 2 into integrated module 5, is throttled and depressurized by throttle valve group 52, flows to at least one of first flow path 30 and second flow path 40, and then flows back to integrated module 5 and is discharged through inlet 1 b. Another portion of the refrigerant discharged from outlet 1 a passes through second internal heat exchanger 8, is throttled and depressurized by throttle valve group 52, is heat exchanged through heat exchange components such as first heat exchanger 6, flows to at least one of first flow path 30 and second flow path 40, and then flows back to integrated module 5 and is discharged through inlet 1 b. It can be seen that a portion of the refrigerant flowing through the external heat exchanger 2 to the integrated module 5 joins with another portion of the refrigerant that has been heat exchanged by the heat exchange component and then flows into at least one of the first flow path 30 and the second flow path 40.

[0084] 1 and 2, the throttle valve group 52 includes a first throttle valve 521 and a third throttle valve 523. The first throttle valve 521 is set corresponding to the first heat exchange plate 3 and the second heat exchange plate 4, and the first throttle valve 521 is connected between the heat exchange plates (the first heat exchange plate 3 and the second heat exchange plate 4) and the external heat exchanger 2. The third throttle valve 523 is set corresponding to the second internal heat exchanger 8, and the third throttle valve 523 is connected between the second internal heat exchanger 8 and the first throttle valve 521. In the battery cooling+heating mode, another portion of the refrigerant discharged from the outlet 1a passes through the second internal heat exchanger 8, then passes through the third throttle valve 523 and the first throttle valve 521 in order, and then flows into at least one of the first flow path 30 and the second flow path 40, ensuring the cooling effect on the battery module 102.

[0085] Additionally, the thermal management system 100 also includes a first heat exchanger 6. The first heat exchanger 6 is connected between the third throttle valve 523 and the first throttle valve 521 to facilitate subsequent recovery and utilization of the waste heat.

[0086] Of course, in other examples of the present disclosure, the throttle valve group 52 may not include the third throttle valve 523. In that case, in the battery cooling+heating mode, another portion of the refrigerant discharged from the outlet 1a passes through the second internal heat exchanger 8, then passes through the first throttle valve 521 for throttling and pressure reduction, and then flows into at least one of the first flow path 30 and the second flow path 40.

[0087] In some examples, as shown in FIGS. 1 and 2 , the multiple interfaces 510 include a discharge interface 51a. The outlet 1a is connected to the discharge interface 51a. The integrated module 5 also includes a control valve group 53 located within the valve seat 51. The control valve group 53 operates to switch the flow direction of the refrigerant within the valve seat 51. The thermal management system 100 also includes a first heat exchanger 6 and a second internal heat exchanger 8. The first heat exchanger 6 is connected between the throttle valve group 52 and the inlet 1b. The second internal heat exchanger 8 is connected to the corresponding interface 510 and the outlet 1a, respectively. The thermal management system 100 has a battery heating mode and a heating mode. In the battery heating mode, the refrigerant discharged from the outlet 1a flows through the integrated module 5, then flows to at least one of the first flow path 30 and the second flow path 40, and then flows to the throttle valve group 52 and the first heat exchanger 6. In heating mode, the refrigerant exiting outlet 1 a flows to second internal heat exchanger 8 and then to integrated module 5 .

[0088] It may be understood that the thermal management system 100 can be configured to have a battery heating mode and a heating mode, but these two modes cannot be performed simultaneously, or the thermal management system 100 can be configured to have a battery heating mode, a heating mode, and a battery heating+heating mode. In the battery heating+heating mode (shown in FIG. 10 ), a portion of the refrigerant discharged from outlet 1 a can flow through integrated module 5, then to at least one of first flow path 30 and second flow path 40, then to throttle valve group 52 and first heat exchanger 6, then flow back to integrated module 5 and discharged at inlet 1 b. Another portion of the refrigerant discharged from outlet 1 a flows through second internal heat exchanger 8, passes through throttle valve group 52, then passes through first heat exchanger 6, then flow back to integrated module 5 and discharged at inlet 1 b. Another portion of this refrigerant, as described above, flows through the throttling valve group 52 (such as the third throttling valve 523 described below) and then flows back to the integrated module 5 and is discharged through the inlet 1b.

[0089] 1 and 2, the throttle valve group 52 includes a first throttle valve 521 and a third throttle valve 523. The first throttle valve 521 is set corresponding to the first heat exchange plate 3 and the second heat exchange plate 4, and the first throttle valve 521 is connected between the heat exchange plates (the first heat exchange plate 3 and the second heat exchange plate 4) and the external heat exchanger 2. The third throttle valve 523 is set corresponding to the second internal heat exchanger 8, and the third throttle valve 523 is connected between the second internal heat exchanger 8 and the first throttle valve 521. In the battery heating+heating mode, a portion of the refrigerant discharged from the outlet 1a flows through the integrated module 5, then flows to at least one of the first flow path 30 and the second flow path 40, then flows to the first throttle valve 521 and the first heat exchanger 6, and then flows back to the integrated module 5 and can be discharged to the inlet 1b. Another portion of the refrigerant discharged from outlet 1a flows through second internal heat exchanger 8, passes through third throttle valve 523, and then returns to inlet 1b.

[0090] Of course, in other examples of the present disclosure, the throttle valve group 52 may not include the third throttle valve 523. In that case, in the battery heating + heating mode, another portion of the refrigerant discharged from the outlet 1a passes through the second internal heat exchanger 8, then passes through the first throttle valve 521 for throttling and pressure reduction, and then proceeds to the first heat exchanger 6.

[0091] In some examples, as shown in Figures 1 and 2, to ensure smooth flow in the first flow path 30 and the second flow path 40, a filter element 15 is placed at each end of the length of the first flow path 30, and a filter element is also placed at each end of the length of the second flow path 40.

[0092] 1 and 2, the thermal management system 100 also includes a first heat exchanger 6. The first heat exchanger 6 has a first heat exchange passage and a second heat exchange passage that exchange heat with each other. The first heat exchange passage is connected to the throttle valve group 52 and the inlet 1b, respectively. The refrigerant flowing from the throttle valve group 52 to the first heat exchange passage can flow to the inlet 1b.

[0093] The thermal management system 100 also includes a coolant circuit 9. The coolant circuit 9 is used for heat exchange with a motor electronic control module radiator 101 of the vehicle 200. The motor electronic control module radiator 101 dissipates heat from the motor electronic control module of the vehicle 200 to ensure that the motor electronic control module has a configurable operating temperature. A second heat exchange path is configured as part of the coolant circuit 9. In that case, the refrigerant in the first heat exchange path can exchange heat with the refrigerant in the second heat exchange path, allowing the refrigerant in the first heat exchange path to indirectly cool the motor electronic control radiator, further ensuring that the motor electronic control module has a configurable operating temperature.

[0094] In some examples, as shown in FIGS. 1 and 2 , the thermal management system 100 also includes a first radiator 10 and a first switching valve 11. The first switching valve 11 is connected to the first radiator 10, the motor electronic control module radiator 101, and the first heat exchanger 6, respectively. The thermal management system 100 has a first operating mode, a second operating mode, and a third operating mode. The first switching valve 11 operates to control the thermal management system 100 to switch between the first operating mode, the second operating mode, and the third operating mode. This facilitates controlling the first switching valve 11 to switch the thermal management system 100 into configurable operating modes according to heat dissipation requirements to meet actual differential needs.

[0095] In a first operating mode, the coolant flows through the motor electronic control radiator and the first radiator 10 to form a coolant circuit 9. At this time, the first radiator 10 carries away heat from the motor electronic control module radiator 101 through the coolant, lowering the temperature of the motor electronic control module radiator 101 and ensuring a cooling effect for the motor electronic control module. In a second operating mode, the coolant flows through the motor electronic control module radiator 101 and the second heat exchange path to form a coolant circuit 9. At this time, the coolant flows through the second heat exchange path to exchange heat with the refrigerant in the first heat exchange path (e.g., the refrigerant in the first heat exchange path when the thermal management system 100 is in the battery heating mode), lowering the temperature of the coolant and ensuring a cooling effect for the motor electronic control module. In a third operating mode, the coolant flows through the motor electronic control radiator, the second heat exchange path, and the first radiator 10 to form a coolant circuit 9. At this time, the first radiator 10 can carry away the heat from the motor electronic control module radiator 101 through the coolant, and at the same time, the coolant flows through the second heat exchange path to exchange heat with the refrigerant in the first heat exchange path (e.g., the refrigerant in the first heat exchange path when the thermal management system 100 is in battery heating mode), thereby lowering the temperature of the coolant, realizing double cooling of the motor electronic control module radiator 101, and improving the cooling effect on the motor electronic control module.

[0096] It can be seen that the first operating mode may be a high temperature heat dissipation mode, the second operating mode may be a heat pump operating mode below -10°C, and the third operating mode may be a heat pump operating mode between -10°C and 10°C.

[0097] 1 and 2, the first switching valve 11 includes a first switching port, a second switching port, a third switching port, and a fourth switching port. The first switching port is connected to the first radiator 10, the second switching port is connected to the motor electronic control module radiator 101, the third switching port is connected to a second heat exchange path, the other end of which is connected to the motor electronic control module radiator 101, and the fourth switching port is connected to the other end of the second heat exchange path and the motor electronic control module radiator 101. In a first operating mode, the first switching port and the second switching port are connected, and both the first switching port and the second switching port are disconnected from the third switching port. In a second operating mode, the second switching port and the third switching port are connected, and both the second switching port and the third switching port are disconnected from the first switching port. In the third operating mode, the third switching port is connected to the first switching port, and both are disconnected from the second switching port. For example, the first switching valve 11 is a four-way valve.

[0098] In some examples of the present disclosure, as shown in Figures 1 and 2, the thermal management system 100 also includes a hybrid mode. The first switching valve 11 is configured to control the thermal management system 100 to operate in the second and third modes of operation simultaneously, thus entering the hybrid mode and achieving cyclic operation of the heat absorption and heat dissipation modes of operation.

[0099] 1 and 2, the first switching valve 11 includes a first switching port, a second switching port, and a third switching port. The first switching port is connected to the first radiator 10, the second switching port is connected to the motor electronic control module radiator 101, and the third switching port is connected to a second heat exchange flow path, the other end of which is connected to the motor electronic control module radiator 101. In the hybrid mode, the third switching port is connected to the first switching port, and both are connected to the second switching port.

[0100] 1 and 2 , the plurality of interfaces 510 includes a switching valve interface 51j. The first switching valve 11 is fixed to the valve seat 51, and the first switching valve 11 is connected to the switching valve interface 51j. This facilitates placement of the first switching valve 11 and realizes connection between the first switching valve 11 and the flow path in the valve seat 51. The components connected to the first switching valve 11 are connected to the valve seat 51 to realize connection with the first switching valve 11. At the same time, this improves the integration level of the integrated module 5, which is beneficial to saving interior layout space of the vehicle and enables a platform-based layout.

[0101] In some examples, the number of switching valve interfaces 51j may be equal to the number of switching ports of the first switching valve 11.

[0102] 1 and 2 , the plurality of interfaces 510 includes a first water side interface 51k and a second water side interface 51l. The first water side interface 51k is connected to the motor electronic control module-radiator 101, and the first water side interface 51k is connected to a corresponding switching valve interface 51j via a flow path in the valve seat 51. The second water side interface 51l is connected to the first radiator 10, and the second water side interface 51l is connected to the corresponding switching valve interface 51j via a flow path in the valve seat 51. This facilitates assembly of the motor electronic control module-radiator 101 and the first switching valve 11, as well as assembly of the first radiator 10 and the first switching valve 11.

[0103] In some examples of the present disclosure, as shown in FIGS. 1 and 2 , the multiple interfaces 510 include a heat exchanger first interface 51o, a heat exchanger second interface 51p, a heat exchanger third interface 51q, and a heat exchanger fourth interface 51r. The first heat exchanger 6 is fixed to the valve seat 51. Both ends of the first heat exchange flow path are connected to the heat exchanger first interface 51o and the heat exchanger second interface 51p, respectively, and both ends of the second heat exchange flow path are connected to the heat exchanger third interface 51q and the heat exchanger fourth interface 51r, respectively. This facilitates positioning of the first heat exchanger 6, and realizes connection between the first heat exchanger 6 and the flow path within the valve seat 51. Components connected to the first heat exchanger 6 can be connected to corresponding interfaces 510 on the valve seat 51 to realize connection between the first heat exchange flow path and the second heat exchange flow path. At the same time, the integration degree of the integrated module 5 is improved, which is beneficial to saving the interior layout space of the vehicle.

[0104] It can be seen that the integrated module 5 of the present disclosure integrates the refrigerant side and the coolant side, effectively saving the interior layout space of the vehicle and enabling a platform-based layout.

[0105] 1 and 2, the thermal management system 100 also includes a make-up water tank 12. The make-up water tank 12 is connected to the coolant circuit 9 to supply liquid to the coolant circuit 9. This is to increase the amount of coolant in the coolant circuit 9 when the coolant in the coolant circuit 9 is low, ensure the cooling effect of the coolant circuit 9 on the motor electronic control module radiator 101, and facilitate the implementation of liquid shortage protection.

[0106] It can be understood that the location of the make-up water tank 12 on the coolant circuit 9 can be specifically set according to actual needs.

[0107] In some examples of the present disclosure, as shown in FIGS. 1, 2, and 14, the plurality of interfaces 510 includes a water tank interface 51s. The makeup water tank 12 is disposed on the valve seat 51, and the makeup water tank 12 is connected to the water tank interface 51s. This facilitates the placement of the makeup water tank 12, and realizes the connection between the makeup water tank 12 and the flow path in the valve seat 51. The coolant circuit 9 can be connected to the corresponding water tank interface 51s, thereby realizing the connection between the coolant circuit 9 and the makeup water tank 12. At the same time, the integration degree of the integrated module 5 is improved.

[0108] In some examples of the present disclosure, as shown in FIGS. 1, 2, and 14, the plurality of interfaces 510 includes a water pump interface 51t. The thermal management system 100 also includes a water pump 13 connected in series to the coolant circuit 9. The water pump 13 can be driven to circulate the coolant in the coolant circuit 9. The water pump 13 is fixed to the valve seat 51 and connected to the water pump interface 51t. This facilitates the placement of the water pump 13 and establishes a connection between the water pump 13 and the flow path in the valve seat 51. The coolant circuit 9 can be connected to the corresponding water pump interface 51t to establish a connection between the coolant circuit 9 and the water pump 13. At the same time, the integration degree of the integrated module 5 is improved.

[0109] Compared with the integrated modules of existing electric vehicle technologies, the integrated module 5 of the present disclosure allows for flexible integration of components and layout of flow paths. The flexible layout method allows for adaptation to different installation spaces of different vehicle models. This allows for reductions in overall vehicle weight, cost, and energy consumption, while also saving layout space. Furthermore, it can accommodate the addition of new configurations. Compared with the prior art, the integrated module 5 exhibits a high degree of integration incorporating both refrigerant-side and water-side thermal management systems, thereby facilitating the layout of piping throughout the vehicle. The optimized spatial layout within the front compartment makes the overall vehicle layout more rational and aesthetically pleasing, further contributing to the platform-based design of the entire vehicle.

[0110] 24, a vehicle 200 includes a battery module 102 and a thermal management system 100. The thermal management system 100 corresponds to the thermal management system 100 described in the example of the first aspect of the present disclosure. The first heat exchange plate 3 and the second heat exchange plate 4 exchange heat with the battery module 102 to regulate its temperature, thereby ensuring that the battery module 102 operates at a configurable temperature.

[0111] In the case of a vehicle 200 according to an example of the present disclosure, by incorporating the thermal management system 100 described above, the frequency of maintenance and replacement of the battery module 102 can be reduced, the charging efficiency and ease of use of the vehicle 200 can be improved, and a rational layout of the vehicle 200 can be facilitated.

[0112] In some examples of the present disclosure, the first heat exchange plate 3 and the second heat exchange plate 4 are disposed on opposite side walls of the battery module 102 to reduce the temperature difference within the battery module 102 and improve its cycle life.

[0113] For example, the battery module 102 includes at least one row of battery packs, each including at least one battery cell. If the battery pack includes multiple battery cells, the cells can be arranged in sequence along the length of the first heat exchange plate 3. For example, each battery cell has multiple side walls, each including opposing heat exchange side walls. The area of ​​one heat exchange side wall is larger than the area of ​​the other side wall. The first heat exchange plate 3 and the second heat exchange plate 4 are each thermally coupled to the heat exchange side wall, but are not limited to this.

[0114] Other components and operation of vehicle 200 according to examples of the present disclosure are known to those skilled in the art and will not be described in detail here.

[0115] The following provides a detailed description of two specific examples of a thermal management system 100 for a vehicle 200 according to examples of the present disclosure, with reference to Figures 1 to 13. It should be understood that the following descriptions are merely examples and are not intended to be specific limitations of the present disclosure. [Example]

[0116] 2 to 13, the thermal management system 100 includes a compressor 1, an external heat exchanger 2, a first heat exchange plate 3, a second heat exchange plate 4, an integrated module 5, a first heat exchanger 6, a first internal heat exchanger 7, a second internal heat exchanger 8, a coolant circuit 9, a first radiator 10, a first switching valve 11, a makeup water tank 12, a water pump 13, a liquid storage tank 14, and a gas-liquid separator 16. The first heat exchanger 6 is a plate-type heat exchanger.

[0117] The integrated module 5 includes a valve seat 51, a throttle valve group 52, a control valve group 53, a first one-way valve 54, a second one-way valve 55, a plug cover 56, a temperature sensor 57, a sealing ring 58, a third one-way valve 59, a fourth one-way valve 511, and a connecting wire 50 disposed on the valve seat 51. The connecting wire 50 is connected to the valve body to transmit signals. A flow path P is formed in the valve seat 51 for connecting to a corresponding interface 510. Among these, the flow paths on the valve seat 51 include a flow path for a refrigerant and a flow path for a coolant.

[0118] 1, a third on-off valve 537 is connected between the compressor 1 and the external heat exchanger 2. A fourth on-off valve 538 is connected between the liquid storage tank 14 and the gas-liquid separator 16. The flow path formed by the second throttle valve 522 and the first internal heat exchanger 7 is arranged in parallel with the fourth on-off valve 538. The first on-off valve 533, the second on-off valve 534, the third on-off valve 537, and the fourth on-off valve 538 can each be selected as a solenoid valve.

[0119] The thermal management system 100 has a battery cooling mode, a battery heating mode, a cooling mode, a battery cooling+cooling mode, a battery heating+cooling mode, a heating mode, a battery cooling+heating mode, a battery heating+heating mode, a cooling+heating mode, a battery cooling+cooling+heating mode, and a battery heating+cooling+heating mode.

[0120] As shown in FIG. 3, in the battery cooling mode, the fourth on-off valve 538 and the first on-off valve 533 are closed, the third on-off valve 537 and the second on-off valve 534 are opened, the third electronic expansion valve 535 and the fourth electronic expansion valve 536 are opened to achieve a throttling effect, the two first throttling valves 521 (for example, the first throttling valve 521 is a two-way throttling valve such as a two-way electronic expansion valve having a certain flow regulating effect) are opened, and the second throttling valve 522 and the third throttling valve 523 are both closed.

[0121] At this time, the compressor 1 discharges a high-temperature, high-pressure gas refrigerant. The refrigerant passes through the third on-off valve 537 and enters the external heat exchanger 2. In the external heat exchanger 2, the refrigerant releases heat and liquefies into a medium-temperature, high-pressure liquid. The excess refrigerant is stored in the liquid storage tank 14 and then enters the integrated module 5 through the corresponding interface 510. It flows through the third one-way valve 59 and the second one-way valve 55 and then into the two first throttle valves 521 for throttling. The refrigerant then leaves the integrated module 5 through the corresponding interface 510 and enters the first heat exchanger plate 3 and the second heat exchanger plate 4. At this time, the low-temperature, low-pressure gas-liquid mixture absorbs heat from the battery module 102 and evaporates, lowering the temperature of the power battery if it is too high. The refrigerant then flows into the integrated module 5 through the corresponding interface 510, passes through the third electronic expansion valve 535 or the fourth electronic expansion valve 536 for throttling, and then flows sequentially through the second on-off valve 534, the fourth one-way valve 511, and the gas-liquid separator 16. Finally, the refrigerant flows out of the integrated module 5 through the corresponding interface 510 and enters the inlet 1b of the compressor 1 through the connecting piping for circulating operation.

[0122] It can be seen that in battery cooling mode, the multi-cold plate design can improve the safety and durability of the battery module 102, accelerate the cooling speed of the battery module 102, and realize heat exchange during high-power charging.

[0123] 4, in the battery heating mode, the third on-off valve 537 and the second on-off valve 534 are closed, and the fourth on-off valve 538 and the first on-off valve 533 are opened. The third electronic expansion valve 535 and the fourth electronic expansion valve 536 (for example, both the third electronic expansion valve 535 and the fourth electronic expansion valve 536 are large-diameter electronic expansion valves) are opened to achieve a throttling effect. The two first throttle valves 521 are opened, and the second throttle valve 522 and the third throttle valve 523 are both closed.

[0124] At this time, the high-temperature, high-pressure refrigerant flows out of the compressor 1 and enters the integrated module 5 through the corresponding interface 510. After passing through the corresponding flow path P and the first on-off valve 533, the refrigerant is distributed to the third electronic expansion valve 535 and the fourth electronic expansion valve 536. The refrigerant then flows out of the integrated module 5 through the corresponding interface 510 and into the first heat exchanger plate 3 and the second heat exchanger plate 4. The refrigerant condenses and releases heat, heating the battery module 102. This improves battery life, battery efficiency, battery capacity at low temperatures, and the overall vehicle mileage, while effectively shortening charging time. After releasing heat, the refrigerant enters the integrated module 5 through the corresponding interface 510 and then passes through the corresponding first throttle valve 521 for throttling and expansion before merging. The combined refrigerant then enters the first heat exchanger 6 through the first one-way valve 54, absorbs heat, and evaporates. The refrigerant coming out of the first heat exchanger 6 flows sequentially through the fourth on-off valve 538 and the gas-liquid separator 16, and then flows out of the integrated module 5 through the corresponding interface 510 and enters the compressor 1 for circulating operation.

[0125] As shown in FIG. 5, in the cooling mode, the first on-off valve 533, the fourth on-off valve 538, and the second on-off valve 534 are closed, and the third on-off valve 537 is open. At this time, the compressor 1 discharges a high-temperature, high-pressure gas refrigerant, which then enters the external heat exchanger 2. In the external heat exchanger 2, the refrigerant releases heat and liquefies into a medium-temperature, high-pressure liquid. The refrigerant then flows through the third one-way valve 59 and the second throttle valve 522, and then exits the integrated module 5. The low-temperature, low-pressure gas-liquid mixture flows into the first internal heat exchanger 7, where it absorbs heat and evaporates, lowering the temperature of the passenger compartment. The low-temperature, low-pressure gas re-enters the integrated module 5, passes through the corresponding flow path P into the gas-liquid separator 16, and then exits the integrated module 5 through the corresponding interface 510, returning to the compressor 1 for circulation.

[0126] 6, in the battery cooling+air conditioning mode, the fourth on-off valve 538 and the first on-off valve 533 are closed, and the third on-off valve 537 and the second on-off valve 534 are open. The third electronic expansion valve 535 and the fourth electronic expansion valve 536 are opened to achieve a throttling effect. The two first throttle valves 521 are opened, the second throttle valve 522 is opened, and the third throttle valve 523 is closed.

[0127] At this time, the compressor 1 discharges high-temperature, high-pressure gas refrigerant, which then enters the external heat exchanger 2. In the external heat exchanger 2, the refrigerant liquefies into a medium-temperature, high-pressure liquid, and the excess liquid is stored in the liquid storage tank 14. The refrigerant enters the integrated module 5 through the corresponding interface 510, passes through the third one-way valve 59, and then splits into two paths. One path passes through the second one-way valve 55 and is then distributed to the two first throttle valves 521, which then flow to the first heat exchange plate 3 and the second heat exchange plate 4, respectively, to lower the temperature of the power battery if it is too high. The refrigerant then re-enters the integrated module 5 through the corresponding interface 510. The refrigerant from the first heat exchange plate 3 flows through the third electronic expansion valve 535, and the refrigerant from the second heat exchange plate 4 flows through the fourth electronic expansion valve 536. The two refrigerants merge and flow together through the second on-off valve 534. The other path passes through the second throttle valve 522 and exits the integrated module 5 through the corresponding interface 510. The low-temperature, low-pressure gas-liquid mixture enters the first internal heat exchanger 7, absorbs heat, and evaporates, lowering the temperature of the passenger compartment. The low-temperature, low-pressure gas returns to the integrated module 5 through the corresponding interface 510, combines with the refrigerant via the path described above, and then enters the gas-liquid separator 16. The refrigerant then exits the integrated module 5 through the corresponding interface 510 and returns to the compressor 1 for circulating operation.

[0128] 7, in the battery heating and cooling mode, the fourth on-off valve 538 is closed, and the third on-off valve 537, the first on-off valve 533, and the second on-off valve 534 are open. The third electronic expansion valve 535 and the fourth electronic expansion valve 536 are opened to achieve a throttling effect. The two first throttle valves 521 (for example, the first throttle valve 521 is a two-way throttle valve such as a two-way electronic expansion valve with a certain flow regulating effect) are opened, the second throttle valve 522 is opened, and the third throttle valve 523 is closed.

[0129] At this time, the compressor 1 discharges a high-temperature, high-pressure gas refrigerant. This refrigerant splits into two paths. One path passes through the third on-off valve 537 and then enters the external heat exchanger 2. In the external heat exchanger 2, the refrigerant releases heat and liquefies into a medium-temperature, high-pressure liquid. The excess refrigerant is stored in the liquid storage tank 14. The refrigerant enters the integrated module 5 through the corresponding interface 510 and then passes through the third one-way valve 59. The other path enters the integrated module 5 from the corresponding interface 510 and is distributed to the third electronic expansion valve 535 and the fourth electronic expansion valve 536 via the corresponding flow path P and the first on-off valve 533. Then, it flows to the first heat exchanger plate 3 and the second heat exchanger plate 4 to heat the battery module 102. This improves the battery life, battery efficiency, battery capacity at low temperatures, and the overall vehicle mileage, and effectively shortens the charging time. After releasing heat, the refrigerant enters the integrated module 5 through the corresponding interface 510, passes through the corresponding first throttle valve 521, merges with the first one-way valve 54, and enters the first heat exchanger 6 to absorb heat and evaporate. The refrigerant then merges with the refrigerant along the aforementioned path to form a gas-liquid mixture, passes through the second throttle valve 522 through the corresponding flow path P for throttling and expansion, and exits the integrated module 5 through the corresponding interface 510. The low-temperature, low-pressure gas-liquid mixture enters the first internal heat exchanger 7, absorbs heat, and evaporates, reducing the temperature of the passenger compartment. The low-temperature, low-pressure gas enters the integrated module 5 through the corresponding interface 510, enters the gas-liquid separator 16 through the corresponding flow path P, and then exits the integrated module 5 through the corresponding interface 510 and flows to the compressor 1 for circulation.

[0130] As shown in FIG. 8, in heating mode, the refrigerant flows out of the compressor 1 and enters the second internal heat exchanger 8. The refrigerant releases heat in the second internal heat exchanger 8, and the hot air is blown into the vehicle interior via the blower to heat the interior. The refrigerant exiting the second internal heat exchanger 8 enters the integrated module 5 through the corresponding interface 510 and passes through the third throttle valve 523 for throttling and expansion. The refrigerant enters the first heat exchanger 6 through the corresponding flow path P and exchanges heat with the water side to achieve heat absorption and evaporation (absorption of waste heat from the motor electronic control module, etc.). The refrigerant exiting the first heat exchanger 6 passes through the fourth on-off valve 538 and the gas-liquid separator 16, exits the integrated module 5 through the corresponding interface 510, and flows back to the compressor 1 for circulating operation.

[0131] 9, in the battery cooling and heating mode, the fourth on-off valve 538 and the first on-off valve 533 are closed, and the third on-off valve 537 and the second on-off valve 534 are open. The third electronic expansion valve 535 and the fourth electronic expansion valve 536 are opened to achieve a throttling effect. The two first throttle valves 521 are opened, the second throttle valve 522 is closed, and the third throttle valve 523 is opened.

[0132] At this time, the compressor 1 discharges a high-temperature, high-pressure gas refrigerant. This refrigerant splits into two paths. One path enters the external heat exchanger 2. In the external heat exchanger 2, the refrigerant releases heat and liquefies into a medium-temperature, high-pressure liquid. It then enters the integrated module 5 through the corresponding interface 510 and passes through the third one-way valve 59. The other path enters the second internal heat exchanger 8. The refrigerant releases heat in the second internal heat exchanger 8, where it is combined with the heat from the PTC. The hot air is then blown into the vehicle via the fan, heating the interior. The refrigerant from the second internal heat exchanger 8 enters the integrated module 5 through the corresponding interface 510, passes through the third throttle valve 523 for throttling and expansion, and then enters the first heat exchanger 6 to absorb heat and evaporate. The refrigerant coming out of the first heat exchanger 6 merges with the refrigerant that passed through the third one-way valve 59 via the aforementioned route, then passes through the second one-way valve 55 and two first throttle valves 521 to flow to the first heat exchanger plate 3 and the second heat exchanger plate 4, respectively. The low-temperature, low-pressure gas-liquid mixture absorbs heat from the battery module 102 and evaporates, lowering the temperature of the power battery if it is too high. The refrigerants in the first heat exchanger plate 3 and the second heat exchanger plate 4 flow back to the integrated module 5 through the corresponding interfaces 510, merge at the second on-off valve 534, and then flow through the fourth one-way valve 511 and the gas-liquid separator 16. Finally, the refrigerant leaves the integrated module 5 through the corresponding interfaces 510 and enters the compressor 1 for circulating operation.

[0133] 10, in the battery heating + heating mode, the third on-off valve 537 and the second on-off valve 534 are closed, and the fourth on-off valve 538 and the first on-off valve 533 are opened. The third electronic expansion valve 535 and the fourth electronic expansion valve 536 are opened to achieve a throttling effect. The two first throttle valves 521 are opened, the second throttle valve 522 is closed, and the third throttle valve 523 is opened.

[0134] At this time, the compressor 1 discharges high-temperature, high-pressure gas refrigerant. This refrigerant splits into two paths. One path enters the second internal heat exchanger 8. The refrigerant dissipates heat in the second internal heat exchanger 8. The heat released by the second internal heat exchanger 8 is combined with the heat from the wind-heating PTC. The hot air is then blown into the vehicle via the fan, heating the interior of the vehicle. The refrigerant exiting the second internal heat exchanger 8 enters the integrated module 5 through the corresponding interface 510 and passes through the third throttle valve 523 for throttling and expansion. The other path enters the integrated module 5 through the corresponding interface 510 and is distributed to the third electronic expansion valve 535 and the fourth electronic expansion valve 536 via the first on-off valve 533. It then flows to the first heat exchanger plate 3 and the second heat exchanger plate 4, respectively, to heat the battery. This improves battery life, battery efficiency, battery capacity at low temperatures, and the overall vehicle mileage, while effectively shortening charging time. After releasing heat, the refrigerant from the first heat exchange plate 3 and the second heat exchange plate 4 enters the integrated module 5 through the corresponding interface 510 and merges with the first one-way valve 54 through the corresponding first throttle valve 521. The refrigerant flowing through the first one-way valve 54 and the refrigerant flowing through the third throttle valve 523 merge and then enters the first heat exchanger 6 to absorb heat and evaporate. The refrigerant coming out of the first heat exchanger 6 flows into the gas-liquid separator 16 through the fourth on-off valve 538, then exits the integrated module 5 through the corresponding interface 510, and finally enters the compressor 1 for circulating operation.

[0135] As shown in FIG. 11, in the cooling+heating mode, the fourth on-off valve 538 and the third on-off valve 537 are opened, and the first on-off valve 533 and the second on-off valve 534 are closed and then opened.

[0136] At this time, the compressor 1 discharges a high-temperature, high-pressure gas refrigerant. This refrigerant splits into two paths. One path enters the external heat exchanger 2. In the external heat exchanger 2, the refrigerant releases heat and liquefies into a medium-temperature, high-pressure liquid. The refrigerant then enters the integrated module 5 through the corresponding interface 510. The refrigerant then enters the second throttle valve 522 via the internal passages of the one-way valve and valve seat 51 for throttling and expansion. The low-temperature, low-pressure gas-liquid mixture enters the first internal heat exchanger 7, absorbs heat, and evaporates, absorbing heat from the environment and lowering the temperature of the passenger compartment. The low-temperature, low-pressure gas refrigerant re-enters the integrated module 5 and enters the gas-liquid separator 16 through the passages in the valve seat 51. The other path enters the second internal heat exchanger 8 and releases heat. The hot air is blown into the vehicle via the blower, heating the interior of the vehicle. The refrigerant from the second internal heat exchanger 8 enters the integrated module 5 through the corresponding interface 510, passes through a passage in the valve seat 51, enters the third throttle valve 523 for throttling and expansion, and then enters the first heat exchanger 6 to absorb heat and evaporate. At this time, the refrigerant in the first heat exchange passage exchanges heat with the refrigerant in the second heat exchange passage, thereby absorbing waste heat from the motor electronic control module. The refrigerant from the first heat exchanger 6 passes through a passage into the fourth on-off valve and then through a passage into the gas-liquid separator 16. The refrigerant flows from the gas-liquid separator 16 to the inlet 1b through the corresponding interface 510 and enters the compressor 1.

[0137] In the cooling + heating mode, it can be seen that this mode can be used to achieve defogging and dehumidification inside the vehicle, for example, the second interior heat exchanger 8 can defog and frost the windows, and the first interior heat exchanger 7 can reduce the humidity inside the vehicle.

[0138] 12, in the battery heating + cooling + heating mode, the fourth on-off valve 538 and the second on-off valve 534 are closed, and the third on-off valve 537 and the first on-off valve 533 are opened. The third electronic expansion valve 535 and the fourth electronic expansion valve 536 are opened to achieve the throttling effect. The two first throttle valves 521 are opened, the second throttle valve 522 is closed, and the third throttle valve 523 is opened.

[0139] At this time, the high-temperature, high-pressure refrigerant flowing out of the compressor 1 splits into three paths. The first path enters the external heat exchanger 2. After the refrigerant releases heat in the external heat exchanger 2 and liquefies into a medium-temperature, high-pressure liquid, it enters the integrated module 5 through the corresponding interface 510 and flows through the third one-way valve 59. The second path enters the second internal heat exchanger 8. The refrigerant releases heat in the second internal heat exchanger 8. The heat released by the second internal heat exchanger 8 is combined with the heat from the air-heating PTC. The hot air is then blown into the vehicle via the blower to heat the interior of the vehicle. The refrigerant exiting the second internal heat exchanger 8 enters the integrated module 5 through the corresponding interface 510 and passes through the third throttle valve 523 for throttling and expansion. The third path enters the integrated module 5 through the corresponding interface 510 and is distributed to the third electronic expansion valve 535 and the fourth electronic expansion valve 536 through the first on-off valve 533. The refrigerant then flows to the first heat exchanger plate 3 and the second heat exchanger plate 4, respectively, to heat the battery. This improves battery life, battery efficiency, battery capacity at low temperatures, and the overall vehicle mileage, and effectively shortens charging time. The refrigerant from the first heat exchanger plate 3 and the second heat exchanger plate 4 then flows back into the integrated module 5 through the corresponding interface 510, passes through the corresponding first throttle valve 521 for throttling and expansion, and then merges at the first one-way valve 54. The refrigerant flowing through the first one-way valve 54 and the third throttle valve 523 merge and then both enter the first heat exchanger 6 to absorb heat and evaporate. The refrigerant coming out of the first heat exchanger 6 is combined with the refrigerant coming out of the third one-way valve 59, enters the second throttling valve 522 through the corresponding flow path P for throttling and expansion, and exits the integrated module 5 through the corresponding interface 510. The low-temperature, low-pressure gas-liquid mixture enters the first internal heat exchanger 7 to absorb heat and evaporate, which means that the low-temperature, low-pressure gas-liquid mixture absorbs heat from the environment. The low-temperature, low-pressure gas enters the integrated module 5 through the corresponding interface 510, enters the gas-liquid separator 16 through the corresponding flow path P, then exits the integrated module 5 through the corresponding interface 510, and then enters the compressor 1 for circulating operation.

[0140] 13, in the battery cooling+cooling+heating mode, the fourth on-off valve 538 and the first on-off valve 533 are closed, and the third on-off valve 537 and the second on-off valve 534 are opened. The third electronic expansion valve 535 and the fourth electronic expansion valve 536 are opened to achieve the throttling effect. The two first throttle valves 521 are opened, the second throttle valve 522 is closed, and the third throttle valve 523 is opened.

[0141] At this time, the compressor 1 discharges a high-temperature, high-pressure gas refrigerant. This refrigerant splits into two paths. The first path enters the external heat exchanger 2. After the refrigerant releases heat in the external heat exchanger 2 and liquefies into a medium-temperature, high-pressure liquid, it enters the integrated module 5 through the corresponding interface 510 and flows into the third one-way valve 59. The second path enters the second internal heat exchanger 8. The refrigerant releases heat in the second internal heat exchanger 8. The heat released by the second internal heat exchanger 8 is combined with the heat from the air-heating PTC. The hot air is then blown into the vehicle via the blower to heat the interior. The refrigerant from the second internal heat exchanger 8 enters the integrated module 5 through the corresponding interface 510, enters the third throttle valve 523 through the corresponding flow path P for throttling and expansion, and then enters the first heat exchanger 6. The refrigerant then merges with the refrigerant flowing through the third one-way valve 59. The combined refrigerant then splits into two paths. The first path passes through the second throttle valve 522 for throttling and expansion, and then flows out of the integrated module 5 through the corresponding interface 510. The low-temperature, low-pressure gas-liquid mixture flows into the first internal heat exchanger 7, absorbs heat, and evaporates, lowering the temperature of the passenger compartment. The low-temperature, low-pressure gas flows back into the integrated module 5 through the corresponding interface 510 and returns to the compressor 1 through the gas-liquid separator 16. The second path is distributed to two first throttle valves 521 through the second one-way valve 55, and flows to the first heat exchange plate 3 and the second heat exchange plate 4, respectively, to absorb heat from the battery module 102 and evaporate, lowering the temperature of the power battery if it is too high. The refrigerants of the first heat exchange plate 3 and the second heat exchange plate 4 merge at the second on-off valve 534, flow out of the integrated module 5 through the fourth one-way valve 511 and the gas-liquid separator 16, and finally enter the compressor 1 for circulating operation. [Example]

[0142] 1, the structure of this embodiment is almost the same as that of the first embodiment, and the same components are designated by the same reference numerals. The difference lies in the control valve group 53.

[0143] The control valve group 53 includes a first electronic expansion valve 531 and a second electronic expansion valve 532. Both the first electronic expansion valve 531 and the second electronic expansion valve 532 have opening / closing functions and flow rate adjustment functions. The first electronic expansion valve 531 is connected in series to a first main circuit A, and the second electronic expansion valve 532 is connected in series to a second main circuit B. This thermal management system 100 also has the modes described in the first embodiment.

[0144] In describing this disclosure, terms such as "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "axial," "radial," and "circumferential" should be understood to indicate orientations or positions based on the orientations or positions shown in the accompanying drawings. These terms are used for convenience to explain and simplify the disclosure and do not suggest or imply that the devices or elements referred to have a particular orientation or are constructed and operated in a particular orientation, and therefore should not be construed as limiting the disclosure. Also, features defined as "first" and "second" may explicitly or implicitly include one or more of such features. In describing this disclosure, unless otherwise specified, "plurality" means two or more.

[0145] It should be noted that in the description of this disclosure, unless otherwise clearly defined and limited, the terms "installed," "connected," and "joined" should be understood in a broad sense. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can be a mechanical connection or an electrical connection; they can be a direct connection or an indirect connection via an intermediate medium; and they can be an internal communication between two components. Those skilled in the art can understand the specific meanings of the above terms in this disclosure depending on the specific circumstances.

[0146] In the description herein, reference to the terms "one example," "some examples," "illustrative examples," "examples," "particular examples," or "some examples" is intended to indicate particular features, structures, materials, or characteristics that are included in at least one embodiment or example of the present disclosure. General references to such terms herein do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any configurable manner in any one or more embodiments or examples.

[0147] In this disclosure, unless otherwise clearly defined and limited, when a first feature is "above" or "below" a second feature, this can mean that the first and second features are in direct contact, or that the first and second features are in indirect contact via an intermediate medium. Furthermore, when a first feature is "above," "above," or "on top" of a second feature, this can mean that the first feature is directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. When a first feature is "below," "below," or "below" a second feature, this can mean that the first feature is directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0148] While examples of the present disclosure have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the examples without departing from the principles and scope of the present disclosure. The scope of the present disclosure is defined by the claims and their equivalents. [Explanation of symbols]

[0149] 100 Thermal Management System 101 Motor Electronic Control Module Radiator 102 Battery Module 200 vehicles 1 Compressor 1a exit 1b entrance 2 External heat exchanger 3 First heat exchange plate 30 First Channel 4 Second heat exchange plate 40 Second Channel 5. Integration Module 50 connecting wires P flow path 51 Valve seat 510 Interface 51a Emission Interface 51b Heat Exchanger Interface 51c Return Air Interface 51d First Cold Plate Interface 51e Second Cold Plate Interface 51f Third Cold Plate Interface 51g 4th Cold Plate Interface 51h First one-way valve interface 51i Second One-Way Valve Interface 51j Switching valve interface 51k First water side interface 51l Second Water Side Interface 51o Heat Exchanger First Interface 51p Second interface of heat exchanger 51q Heat Exchanger Third Interface 51r Heat Exchanger 4th Interface 51s Water Tank Interface 51t Water Pump Interface A First main circuit B Second main circuit C First branch circuit D Second branch circuit 52 Throttle valve group 521 First throttle valve 522 Second throttle valve 523 Third throttle valve 53 Control valve group 531 First Electronic Expansion Valve 532 Second electronic expansion valve 533 First shut-off valve 534 Second on-off valve 535 Third Electronic Expansion Valve 536 4th Electronic Expansion Valve 537 Third shut-off valve 538 Fourth On-Off Valve 54 First one-way valve 55 Second one-way valve 56 Plug Cover 57 Temperature Sensor 58 Sealing ring 59 Third one-way valve 511 Fourth one-way valve 6. First heat exchanger 7. First vehicle internal heat exchanger 8 Second vehicle internal heat exchanger 9 Coolant circuit 10 First Radiator 11 First switching valve 12. Refill water tank 13 Water pump 14 Liquid storage tanks 15 Filter Elements 16 Gas-liquid separator 16a Refrigerant inlet 16b Refrigerant outlet 161 Separator connection 162 Screw

Claims

1. A thermal management system (100) for a vehicle (200), the vehicle (200) comprising a battery module (102), the thermal management system (100) comprising: a compressor (1) having an outlet (1a) and an inlet (1b); an external heat exchanger (2) connected to the outlet (1a); a first heat exchange plate (3) and a second heat exchange plate (4), each of which can be configured to exchange heat with the battery module (102), wherein a first flow path (30) is disposed within the first heat exchange plate (3) and a second flow path (40) is disposed within the second heat exchange plate (4); an integrated module (5), the integrated module (5) comprising a valve seat (51) and a throttle valve group (52), the throttle valve group (52) being disposed on the valve seat (51) to throttle and reduce the pressure of a refrigerant flowing through the throttle valve group (52), the valve seat (51) being provided with a plurality of interfaces (510), the external heat exchanger (2), the inlet (1 b), both ends of the first flow path (30), and both ends of the second flow path (40) being connected to the corresponding interfaces (510); the thermal management system (100) having a battery cooling mode, in which the throttled and reduced pressure refrigerant flowing out of the integrated module (5) flows into at least one of the first flow path (30) and the second flow path (40), and then flows back to the integrated module (5) and is discharged to the inlet (1 b); A thermal management system (100) for a vehicle (200), comprising:

2. The plurality of interfaces (510) comprises an exhaust interface (51 a), the outlet (1 a) is connected to the exhaust interface (51 a), the integrated module (5) further comprises a control valve group (53) arranged on the valve seat (51), the control valve group (53) operates to switch the flow direction of the refrigerant in the valve seat (51), the thermal management system (100) further comprises a first heat exchanger (6), the first heat exchanger (6) is connected to the throttle valve group 2. The thermal management system (100) for a vehicle (200) of claim 1, wherein the thermal management system (100) is connected between the integrated module (5) and the inlet (1b), and wherein the thermal management system (100) has a battery heating mode, in which refrigerant flowing out of the outlet (1a) flows through the integrated module (5), then flows into at least one of the first flow path (30) and the second flow path (40), and then flows into the first heat exchanger (6) after being throttled by the throttle valve group (52).

3. 3. The thermal management system for a vehicle as recited in claim 2, wherein the plurality of interfaces comprises a heat exchanger interface, and the first heat exchanger is fixed to the valve seat and connected to the heat exchanger interface.

4. the plurality of interfaces (510) comprises an exhaust interface (51a), a return air interface (51c), and first to fourth cold plate interfaces (51d) to (51g), the exhaust interface (51a) is connected to the outlet (1a), the return air interface (51c) is connected to the inlet (1b), the first cold plate interface (51d) and the second cold plate interface (51e) are respectively connected to the opposite ends of the first flow path (30), and the third cold plate interface (51f) and the fourth cold plate interface (51g) are respectively connected to the opposite ends of the second flow path (40); a first main circuit (A), a second main circuit (B), a first branch circuit (C), and a second branch circuit (D) are disposed in the valve seat (51), the first main circuit (A) is connected to the exhaust interface (51a), the second main circuit (B) is connected to the return air interface (51c), the first branch circuit (C) is connected to the first cold plate interface (51d), the second branch circuit (D) is connected to the third cold plate interface (51f), the first main circuit (A) is connected to the first branch circuit (C) and the second branch circuit (D), respectively, and the second main circuit (B) is connected to the first branch circuit (C) and the second branch circuit (D), respectively; 4. The thermal management system (100) for a vehicle (200) according to claim 2 or 3, wherein the control valve group (53) comprises a first electronic expansion valve (531) and a second electronic expansion valve (532), the first electronic expansion valve (531) and the second electronic expansion valve (532) both having an opening / closing function and a flow rate adjustment function, the first electronic expansion valve (531) being connected in series to the first main circuit (A), and the second electronic expansion valve (532) being connected in series to the second main circuit (B).

5. the plurality of interfaces (510) comprises an exhaust interface (51a), a return air interface (51c), and first to fourth cold plate interfaces (51d) to (51g), the exhaust interface (51a) is connected to the outlet (1a), the return air interface (51c) is connected to the inlet (1b), the first cold plate interface (51d) and the second cold plate interface (51e) are respectively connected to the opposite ends of the first flow path (30), and the third cold plate interface (51f) and the fourth cold plate interface (51g) are respectively connected to the opposite ends of the second flow path (40); a first main circuit (A), a second main circuit (B), a first branch circuit (C), and a second branch circuit (D) are disposed in the valve seat (51), the first main circuit (A) is connected to the exhaust interface (51a), the second main circuit (B) is connected to the return air interface (51c), the first branch circuit (C) is connected to the first cold plate interface (51d), the second branch circuit (D) is connected to the third cold plate interface (51f), the first main circuit (A) is connected to the first branch circuit (C) and the second branch circuit (D), respectively, and the second main circuit (B) is connected to the first branch circuit (C) and the second branch circuit (D), respectively; 4. The thermal management system (100) for a vehicle (200) according to claim 2 or 3, wherein the control valve group (53) comprises a first on-off valve (533), a second on-off valve (534), a third electronic expansion valve (535), and a fourth electronic expansion valve (536), wherein the first on-off valve (533) is arranged in the first main circuit (A), the second on-off valve (534) is arranged in the second main circuit (B), the third electronic expansion valve (535) is arranged in the first branch circuit (C), and the fourth electronic expansion valve (536) is arranged in the second branch circuit (D).

6. the plurality of interfaces (510) further comprises a first one-way valve interface (51h) and a second one-way valve interface (51i); the integrated module (5) further comprises a first one-way valve (54) and a second one-way valve (55), the first one-way valve (54) being fixed to the valve seat (51) and connected to the first one-way valve interface (51h); the first one-way valve (54) being connected to the throttle valve group (52) and the first heat exchanger (6), respectively, allowing refrigerant to flow unidirectionally through the first heat exchanger (6); 6. The thermal management system for a vehicle according to claim 2, wherein the second one-way valve is fixed to the valve seat and connected to the second one-way valve interface, and the second one-way valve is connected to the throttle valve group and the external heat exchanger, respectively, to allow refrigerant to flow unidirectionally through the throttle valve group.

7. a first vehicle interior heat exchanger (7), wherein two of the plurality of interfaces (510) are connected to an inlet end and an outlet end of the first vehicle interior heat exchanger (7), respectively; 7. The thermal management system (100) for a vehicle (200) according to claim 1, further comprising a cooling mode, wherein in the cooling mode, the refrigerant flowing out of the integrated module (5) after being throttled and reduced in pressure flows to the first vehicle interior heat exchanger (7) and then flows back to the integrated module (5) and is discharged to the inlet (1b).

8. a second vehicle interior heat exchanger (8), said second vehicle interior heat exchanger (8) being connected to said corresponding interface (510) and said outlet (1 a), respectively; 8. The thermal management system (100) for a vehicle (200) according to claim 7, further comprising a heating mode, wherein in the heating mode, the refrigerant flowing out of the outlet (1a) flows to the second vehicle interior heat exchanger (8) and then to the integrated module (5).

9. 9. The thermal management system (100) for a vehicle (200) according to claim 1, further comprising a first heat exchanger (6), wherein the first heat exchanger (6) has a first heat exchange passage and a second heat exchange passage arranged therein for exchanging heat with each other, the first heat exchange passage being connected to the throttle valve group (52) and the inlet (1b), respectively; the thermal management system (100) further comprising a coolant circuit (9), wherein the coolant circuit (9) is used for heat exchange with a motor electronic control module radiator (101) of the vehicle (200), and the second heat exchange passage is configured as part of the coolant circuit (9).

10. The thermal management system further comprises a first radiator (10) and a first switching valve (11), the first switching valve (11) being connected to the first radiator (10), the motor electronic control module radiator (101), and the first heat exchanger (6), respectively; the thermal management system further has a first operating mode, a second operating mode, and a third operating mode, and the first switching valve (11) is operated to control the thermal management system (100) to switch between the first operating mode, the second operating mode, and the third operating mode; In the first operating mode, coolant flows through the motor electronic control module radiator (101) and the first radiator (10) to form the coolant circuit (9); In the second operating mode, coolant flows through the motor electronic control module radiator (101) and the second heat exchange passage to form the coolant circuit (9); 10. The thermal management system (100) for a vehicle (200) of claim 9, wherein in the third operating mode, coolant flows through the motor electronic control module radiator (101), the second heat exchange flow path, and the first radiator (10) to form the coolant circuit (9).

11. 11. The thermal management system (100) for a vehicle (200) of claim 10, wherein the thermal management system (100) further comprises a hybrid mode, and the first switching valve (11) is configured to control the thermal management system (100) to operate the second operating mode and the third operating mode simultaneously to enter the hybrid mode.

12. 12. The thermal management system (100) for a vehicle (200) according to claim 10 or 11, wherein the plurality of interfaces (510) comprises a switching valve interface (51j), and the first switching valve (11) is fixed to the valve seat (51) and connected to the switching valve interface (51j).

13. 13. The thermal management system (100) for a vehicle (200) of claim 12, wherein the plurality of interfaces (510) comprises a first water-side interface (51k) and a second water-side interface (51l), the first water-side interface (51k) being connected to the motor electronic control module radiator (101) and the second water-side interface (51l) being connected to the first radiator (10).

14. 14. The thermal management system for a vehicle according to claim 9, wherein the plurality of interfaces comprises a first interface of the heat exchanger, a second interface of the heat exchanger, a third interface of the heat exchanger, and a fourth interface of the heat exchanger, the first heat exchanger being fixed to the valve seat, the two ends of the first heat exchange flow path being connected to the first interface of the heat exchanger and the second interface of the heat exchanger, respectively, and the two ends of the second heat exchange flow path being connected to the third interface of the heat exchanger and the fourth interface of the heat exchanger, respectively.

15. 15. The thermal management system (100) for a vehicle (200) according to any one of claims 9 to 14, further comprising a make-up water tank (12), said make-up water tank (12) being connected to said coolant circuit (9) for replenishing said coolant circuit (9) with fluid.

16. 16. The thermal management system (100) for a vehicle (200) of claim 15, wherein the plurality of interfaces (510) comprises a water tank interface (51s), and the make-up water tank (12) is disposed on the valve seat (51) and connected to the water tank interface (51s).

17. 17. The thermal management system (100) for a vehicle (200) of claim 16, wherein the plurality of interfaces (510) comprises a water pump interface (51t), and the thermal management system (100) further comprises a water pump (13) connected in series to the coolant circuit (9), the water pump (13) fixed to the valve seat (51) and connected to the water pump interface (51t).

18. a battery module (102); A thermal management system (100), wherein the thermal management system (100) is the thermal management system (100) according to any one of claims 1 to 17, and the first heat exchange plate (3) and the second heat exchange plate (4) each exchange heat with the battery module (102). A vehicle (200) comprising:

19. 20. The vehicle (200) according to claim 18, wherein the first heat exchange plate (3) and the second heat exchange plate (4) are arranged on opposite side walls of the battery module (102).

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